New York 



and 



WestingliQiisc^ 

AIR BR^kis 



Ey CBAS. KcSHANE 




Book__^.t4A:L_. 
Copyright !J° 

COPYRIGIIT DEPOSIT. 



New York and Westinghouse 
Air Brakes 

By CHAS. McSHANE, 

CAuthor of "One Thousand Pointers for Machinists and 
Kng-ineers," "The Locomotive Up to Date," etc J 



EXAMINED AND APPROVED BY 

J. B. ROACH, D. H. BREES, 

Air Brake Instructor, G. B. &Q. Ry. Co. Gen. Air Brake Instructor, U. P. Ry. Co. 

JOHN DICKSON, FRANK P. WILLSON, 

Ex-Air Brake Instructor, G. N. Ry. Co. Air Brake Instructor, D. & R. G. Ry. Co. 

W. T. HAMER, ^ B. C. GESNER, 

Air Brake Instructor, So. Ry. Co. Ex-M. M., Intercolonial Ry* Co, 

JOHN T. DAVIS 

S. S. El. R. R. 



EDITED BY 

JOHN T. HOAR, 

Pennsylvania Ry. Co. 



PRICE. - - - S1.50 

1905. 

GRIFFIN & WINTERS, 

New York Life Bldg-., 

Chicago, IlL 



Copyright, i905, 

BY 

John R. McShane. 

Chicago, III. 



.--V 






LIBRARY of CONGRESS 
Two Copjea rtec«v«ju 

MAK 3 1906 

OUiSS ^ XXc Not 

COPY a. 



^\ <\ 




T^rtfnct. 



This is a new book on the subject of air brakes. The 
publishers' aim has been to give a clear exposition of 
both the New York and Westinghouse systems, without 
prejudice to either brake, in a concise and compact form 
for use at home and on the road. The work has been 
thoroughly examined and approved by a number of prac- 
tical men as shown by the title page and, we believe, a 
careful study of the same will enable the reader to suc- 
cessfully handle either brake. The publication of this 
book was delayed by the death of the author, Mr. Chas. 
McShane, and it is now edited by Mr. John T. Hoar of 
the Pennsylvania Railway Company. A carefully pre- 
pared index will be found at the end of the book. 

THE PUBLISHERS. 
Chicago, 111., January 25, 1906, 



TABLE OF CONTENTS. 



Automatic Quick Action Compressed Air 

Brakes 
Essential Parts of Air Brakes 
Names of Different Pressures . 
Arrangement of Apparatus 
Air Pumps 

The Engineer's Brake Valve . 
Plain Triple Valves 
Eight Inch Pump 
Nine and One-Half Inch Pump 
New York Duplex Pump 
Air Pumps in General . 
The Engineer's Brake Valve 

Description of the Passage of Air through 
D-8 Valve in Different Positions 

Nev\^ York Engineer's Brake Valve 

Old Style Feed Valve . 

Slide Valve Feed Valve 

Pump Governors 

Triple Valves 

Defects of the Westinghouse Triple 

Defects of the New York Triple 

The Combined Freight Car Cylinder 
Reservoir and Triple Valve 

Pressure Retaining Valve 

The High Speed Brake 

The High Speed Brake Automatic Reducing 
Valve . . . 

Safety Valve 

High Pressure Control . 

The Automatic Slack Adjuster 

Foundation Brakes and Table 

Handling Trains 

The Train Air Signal System 

Air Signal System Detail 



Page 

5 

6-8 
9 
9-10 
10-13 
13-15 
15-26 
29-33 
34-39 
40-42 
43-48 



48-59 

62-74 

74-79 

79-85 

83-98 

104-121 

121-124 

125-135 

133-135 
136-140 
140-141 

141-144 
145-146 
146-148 
148-156 
156-164 
164-181 
181-185 
185-196 



NEW YORK AND WESTINGHOUSE 
AIR BRAKES 



AUTOMATIC QUICK ACTION" COMPRESSED 
AIR BRAKES. 

So general has become the use of automatic 
air brakes on both passenger and freight trains 
for the purpose of bringing them from high 
speeds to a state of rest, or while on descending 
grades, to control their speed, that there is no 
railway employee whose duties require him to 
assist in the movement of trains but m<ust pos- 
sess a general knowledge of this most efficient 
stopping device in order to discharge those duties 
satisfactorily. The purpose of this work on the 
air brake is, therefore, to treat in a general way 
those points of air brake practice which are es- 
sential in the every day safe movement of trains. 

Although, numberless forms of compressed air 
brakes have been invented and tried, but two 
types have survived the ordeal of the exacting re- 
quirements of modern railway service, and these 
types are the Westinghouse and the New York, 
now both well known to all railroad men because 
of their almost universal adoption as the control- 
ling power for fast and heavy trains. 

S 



6 

ESSENTIAL PARTS OF THE AIR BRAKE. 

The automatic quick-action compressed air 
brake consists essentially of an air pump, or co7n- 
pressor, whose duty is to pump the air from the 
surrounding atmosphere, and to compress it into 
the reservoirs and the pipes, to the required pres- 
sure. 

A main reservoir which is generally located 
on the engine behind the cylinder saddles, but 
which may be located elsewhere about the engine 
or tender, if the space behind the cylinder sad- 
dles be not available, and which is made as large 
as the space in which it is located will permit ; 

An engineer's brake and equalizing discharge 
valve with which the engineer controls the opera- 
tion of the brakes, located in the cab of the loco- 
motive so as to be within easy reach ; 

A triple valve of which there are two types, 
the plain and the quick-action; 

An auxiliary reservoir to hold the supply of 
air to be used in applying the brakes ; 

A brake cylinder, with a piston and rod in it, 
in which the braking-pressure is utilized; and 
the necessary pipes, which connect the air pump 
to the main reservoir, the main reservoir to the 
engineer's brake valve, the engineer's brake valve 
to the triple valve, the triple valve to the auxil- 
iary reservoir, and to the brake cylinder. 

In addition to the above there is supplied a 
pump governor to control the pump automat- 
ically, and prevent too high accumulation of air- 



pressure in the main reservoir and the train 
pipes ; an air gauge, generally of the duplex pat- 
tern, for registering the main reservoir and the 
train-pipe pressures ; a conductor's valve placed 
in all passenger equipment, and nowadays being 
extensively applied to the caboose cars of freight 
trains, for the purpose of placing the control 
of the brakes in the hands of the train crew as 
well as in the hands of the engineer; flexible 
hose and air tight couplings for uniting the train 
pipes of adjoining cars, and for making them 
continuous throughout the train; angle cocks, 
one of which is placed in each end of the train 
pipe, for the purpose of closing the ends of this 
pipe when necessary, as in uncoupling or parting 
cars. Cut out cocks which are placed in that 
portion of the train pipe, called the branch, or 
cross-over pipe, and in the train pipe just be-, 
neath the engineer's brake valve, for the purpose 
of cutting out individual defective brakes with- 
out interfering with the operation of the other 
brakes on the same train, and, in cases of double 
heading, to cut out the brake valve on one en- 
gine; a release valve, placed in the auxiliary 
reservoir for the purpose of releasing individual 
brakes whenever, from any cause, the brake does 
not release in the usual manner ; and the pressure- 
retaining valve, which is applied to all freight 
cars, and in a great many instances to passenger 
cars, for the purpose of assisting the brakes to 
make safe descents on long, heavy grades. 



8 

Of the foregoing parts, constituting the air 
brake apparatus, those of the New York type 
which differ in form or construction from those 
of the Westinghouse, that perform similar du- 
ties, are the air pump, the pump governor, the 
engineer's brake valve, and the plain and the 
quick-action triple valves and the pipe strainer 
and drain cup. All other parts are alike in form 
and construction, and all corresponding parts of 
both types perform the same duties. 

The pipe which connects the air pump to the 
main reservoir is generally called the discharge 
pipe; that which connects the main reservoir to 
the engineer's brake valve, the return pipe ; while 
the pipes which connect the brake valve tO' the 
triple valve are called the train pipe and the 
branch pipe, the branch pipe connecting the train 
pipe to the triple valve. 

The pressure used to operate the brake is, of 
course, that of compressed air, but in order to 
discharge the air-pressure contained in one part 
of the apparatus from that contained in another, 
and to describe with ease and certainty the func- 
tion of the air-pressure in its passage through 
the air brake system, certain divisions are made, 
and names used to designate them. 

NAMES OF DIFFERENT PRESSURES. 

Referring to Plates i and 2, the pressure 
contained in that portion of the air brake 
apparatus between the final discharge valve of 



the air pump and the excess-pressure valve in 
the engineer's brake valve, comprising the dis- 
charge pipe, the main reservoir and the return 
pipe, is called main-reservoir pressure; that be- 
tween the excess pressure and feed valves, and 
the triple-piston valve, in the triple-valve body, 
is called the tram-pipe pressure ; that contained in 
the auxiliary reservoir and the triple-exhaust 
valve, or slide valve chamber, is called the aux- 
iliary reservoir pressure ; and that between the 
face of the exhaust valve and the brake cylinder 
piston is called the brake cylinder pressure. 

The excess-pressure is the amount of pressure 
contained in the main reservoir over that con- 
tained in the train pipe. 

There is also frequently used, in discussing 
air brake matters, the terms atmospheric-pres- 
sure and the vacuum. 

Atmospheric-pressure is the ordinary pressure 
of free air, so called, at the level of the sea, and 
it is equal to 14.7 pounds per square inch. 

A vacuum is present in a cylinder or any closed 
vessel which can be made air-tight, when there is 
no pressure whatever in it, or when the pressure 
is zero or nothing. Mr. Gesner says: ''A still 
better definition of the word vacuum is 'space de- 
void of all matter.' '' 

AREANGEMENT OF APPARATUS. 

Reference to Plates i and 2 shows that the 
general arrangement of the several parts of both 



the Westiiighouse and the New York apparatus 
is the same. The air pump, main reservoir, en- 
gineer's brake valve, plain triple valve, pump gov- 
ernor, air gauge, and cut-out cock for the engi- 
neer's brake valve are the parts that belong 
especially to the engine equipment. The quick- 
action triple valve is used on the cars, while the 
auxiliary reservoir, brake cylinder and all the 
other parts of the equipment, not named above 
as being applied specially to the engine, are ap- 
plied to all engines, tenders and cars. 

AIR PUMPS. 

The air pumps, or . compressors, are of two 
types, as may be seen from the plates. The 
Westinghouse pump has a single steam cylinder 
and a single air cylinder arranged so that the 
air cylinder is below the steam cylinder when 
the pump is in its position on the boiler of the 
locomotive. 

The New York air pump is of the duplex type ; 
that is, it consists of two combined steam cylin- 
ders and two combined air cylinders, having one 
air cylinder that has double the cubical capacity 
of any one of the other three cylinders; and 
when the pump is in position on the boiler of a 
locomotive, the air cylinders are above the steam 
cylinders. The air pumps of both types are so 
constructed that when steam is admitted to the 
steam head of the pump it is distributed to the 
upper and low^er sides of the steam pistons by 



II 

f 

means of suitably constructed reversing valve 
gear to provide for the up and the dov^u strokes 
of the pistons. The pistons are combined steam 
and air pisions; that is, there is a steam piston 
head on one end of the piston rod and an air 
piston head on the other, so that when the steam 
piston makes a stroke the air piston also makes a 
stroke. 

In the air cylinders of the pumps are suitably 
arranged air valves for the admission of air from 
the atmosphere to the air cylinder, as the air 
piston moves in one direction, and the discharge 
of this air intO' the main reservoir, as it is com- 
pressed by the air piston when moving in the 
opposite direction. 

In the Westinghouse pump there are four air 
valves, two receiving and two discharge ; in the 
New York pump there are six air valves, two 
receiving, two combined intermediate receiving 
and discharge, and two final discharge valves. 

At each stroke made by the Westinghouse 
pump, the air received on the previous stroke is 
discharged direct into the discharge pipe and the 
main reservoir, while the New York pump dis- 
charges all the air, received in the large air cylin- 
der, into the small air cylinder, and the latter then 
discharges into the main reservoir all the air 
received from the large air cylinder and from the 
atmosphere direct. 

The reversing valve gear for the Westinghouse 
9j^-inch pump consists of a slide valve, held 



12 

between pistons of unequal diameter ; a reversing 
slide valve, a tappet rod, working in a hollow 
piston rod and a reversing tappet rod plate 
bolted to the steam piston head. 

As the steam piston approaches the end of its 
stroke it alternately pulls and pushes the tappet 
rod and reversing slide valve up and down, thus 
alternately admitting steam through suitably ar- 
ranged ports in the reversing valve seat to and 
exhausting it from, one side of the large differ- 
ential piston head, and in this way provides for 
the movement of the main slide valve, which al- 
ternately opens and closes the steam and exhaust 
ports to the upper and lower ends of the steam 
cylinder. 

The reversing valve gear for the New York 
pump consists of two ordinary D slide valves, 
two tappet rods, and two reversing tappet rod 
plates, bolted to the steam piston heads. Each 
piston rod is made hollow on its steam end, and 
the tappet rods work in the hollow portion of 
each piston rod, and each tappet rod has one D 
slide valve attached to its lower end which is 
moved up and down together with the tappet 
rods and in so moving opens and closes the steam 
and exhaust ports in their bushings leading to 
the upper and the lower ends of the steam cylin- 
ders. 

From the figure of the duplex pump it will be 
noticed that the steam ports are crossed; that is, 
that the steam ports in the pump head directly 



13 

under one steam cylinder lead to the other steam 
cylinder, and from this it will be learned that the 
steam piston, tappet rod, etc., of one steam 
cylinder move the slide valve under it so as to 
admit steam to and exhaust it from the other 
steam cylinder, and that when one piston has 
made a stroke, it must wait until the other 
makes a stroke before it can make its return 
stroke. On account of one of the air cylinders be- 
ing made so as to have twice the cubical capac- 
ity of the other, the duplex pump will economize 
in the use of steam-, as three measures of air are 
compressed for each two measures of steam used. 
The main reservoir is intended to hold in stor- 
age a large volume of compressed air for releas- 
ing the brakes, and recharging the auxiliary res- 
ervoirs and the train pipe. It also acts as a catch 
basin or trap for all moisture and dirt that may 
be contained in the air as it leaves the pump. Mr. 
Gesner adds : ''It should always be placed below 
the pump in the air brake system and the larger 
it can be made the better it will fulfill its proper 
functions.'' 

THE ENGINEER'S BRAKE VALVE. 

The Engineer's Brake and Equalizing Dis- 
charge valves of the Westinghouse and the New 
York types differ largely in their construction 
and appearance, but perform- the same functions 
in nearly the same manner. 

The principal valve in the Westinghouse en- 



14 

gineer's brake valve is called the rotary, because 
of its rotary motion when in operation. There 
is a secondary valve called the equalizing dis- 
charge valve, which has a piston, attached to one 
end of its stem. 

The equalizing discharge piston under normal 
conditions is balanced between the train-pipe 
pressure, bearing upwards from beneath, and the 
equalizing reservoir pressure bearing downward 
on the top. 

The equalizing feature of the brake valves 
operate in all service- applications, but not in 
emergency applications. 

In the New York engineer's brake valve the 
principal valve is a slide valve^ as is also the sec- 
ondary or graduating valve. 

The graduating valve is moved by means of 
an air tight piston, acted upon by pressure in 
the supplementary reservoir, and a lever connect- 
ing the equalizing discharge piston and graduat- 
ing valve. 

The equalizing discharge piston is exposed to 
train pipe pressure in front of it, and supple- 
mentary reservoir pressure behind it. 

The difference in operation of the two types 
of brake valves consists in the way in which the 
train pipe reduction is made and gradually closed 
off in the service application. In the Westing- 
house the required service reduction in train- 
pipe pressure is accomplished by moving the 
handle of the brake valve to the service position, 



15 

and reducing the equalling reservoir pressure the 
required amount, and then returning the handle 
to the lap position. 

The pressure in the train pipe (the moment it 
is greater than in the equalizing reservoir) will 
raise the equalizing discharge piston and valve, 
and permit the train pipe-pressure to escape to 
the atmosphere, gradually moving back to its 
seat as the pressure in the train pipe falls to an 
amount equal to that remaining in the equalizing 
reservoir. The service reduction in train pipe 
pressure is made with the New York brake valve 
by placing the handle in one of the service grad- 
uating notches and allowing it to remain there un- 
til the train pipe exhaust closes. 

As the train pipe pressure reduces in front of 
the equalizing discharge piston, the pressure in 
the supplementary reservoir pushes the equaliz- 
ing piston forward until the graduating valve 
covers the service port in the main sHde valve. 

By referring to the cuts, a view of the exter- 
nal appearance and of the interior constructio-n 
of the respective brake valves may be obtained, 
and from them it will be seen that the handle of 
one is moved in a horizontal plane, and the handle 
of the other in a vertical plane, to apply and to 
release the brakes. 

PLAIN TRIPLE VALVES. 

The plain triple valves are shown in Figs. 
I, 2 and 3. They consist of a triple piston; 



i6 

a slide (or exhaust) valve; and a graduating 
valve, enclosed in suitable cylinders and bushings 
that are securely pressed into the cast iron body. 

The Westinghouse triple piston has a varying 
stroke, depending on whether it is a slow and 
graduating application of the brake that is re- 
quired, as in making ordinary station stops, or 
quick application, such as is required in emergen- 
cies ; while the New York triple piston valve Fig. 
2, has the same stroke in both the service and the 
emergency applications. 

The essential parts of the plain triple valve in 
either type are, first, a triple piston ; second, a 
slide valve; and third, a graduating valve. 

These parts are enclosed in the body of the 
triple, that portion in which the triple piston oper- 
ates being of cylindrical form, with a short 
groove, called the feed groove, cut in the upper 
forward extremity ; and that portion in which the 
slide and graduating valves move being formed 
so as to provide an air tight seat for those 
valves. 

As the air pressure flows into the train pipe 
from the engineer's brake valve it presses against 
one side of the triple piston and moves it along, 
with the slide and the graduating valve, to the re- 
lease position, as shown in the cuts, and when in 
this position the small feed groove, spoken of 
above, in the triple cylinder is uncovered, and the 
air flows through it to the auxiliary reservoir, 



17 



WESTINGHOUSE PLAIN TRIPLE VALVE. 



^TIPE TAP 
O AUXIUARY RESERVOIR 




Triple valve body. 

Cylinder cap. 

Cap nut. 

Piston. 

Slide valve. 
. Graduating valve. 
8 Graduating stem. 



m 

Fig. I. 
PLAIN TRIPLE VALVE. 



9 

10 



14 
l8 



Graduating-stem spring. 

Graduating-stem nut. 

Cylinder gasket. 

Packing ring. 

Bolt. 

Slide valve spring. 



i8 



NEW YORK PLAIN TRIPLE VALVE. 




Fig. 2. 

PLAIN TRIPLE VALVE. 



?; 


Piston ring. 


26 





Slide valve spring. 


27 


II 


Cap. 


29 


12 


Gasket. 


38 


M 


Drain plug. 


4° 


14 


Bracket. 


48 


i6 


N ipple. 


49 



Cap bolt. 

Triple valve body. 

Plug. 

Slide valve. 

Piston. 

Graduating valve. 

Graduating valve spring. 



19 

charging the latter to the same pressure as is con- 
tained in the train pipe. 

When, therefore, a reduction, either graduated 
or quick, is made from any cause in the train pipe 
pressure, the greater pressure which then remains 
in the auxihary reservoir will move the triple 
valve (the triple piston, the triple slide, and the 
graduating valves combined) in the direction of 
the weaker (train pipe) pressure, the triple pis- 
ton first moving a sufficient distance to close the 
communication, through the feed groove, between 
the train pipe and the auxiliary reservoir, then 
moving the slide valve to a position closing the 
communication, called the exhaust port, between 
the brake cylinder and the atmosphere, and the 
graduating valve to a position uncovering the 
service port in its seat, leading from the auxiliary 
reservoir to the brake cylinder. Through the 
service port, when open, the auxiliary reservoir 
pressure will expand into the brake cylinder, and 
force the brake cylinder piston out, and thus by 
means of the connected foundation brake rigging, 
apply the brakes. 

It will be seen from the foregoing and from a 
careful study of the figures that after once the 
auxiliary reservoirs are charged up equal to the 
train pipe, that any ordinary reduction of four or 
more pounds in train pipe pressure, from any 
source, will operate the triple valves, and apply 
the brakes. Mr. Roach adds : "U the reduction 
be large enough. For this reason the triple valve 



20 

is considered the most important part of the air 
brake apparatus, and it is due to its peculiar con- 
struction that the air brake is automatic or self- 
acting. The new style New York triple valve is 
shown by Fig. 3 The operations of this valve 
are the same as those previously described. This 
is a special driver brake triple and is used only 
with 12-inch, 14-inch and 16-inch driver brake 
cylinders. 

The quick action triple valve differs from the 
plain triple in that it has a set of additional valves 
which are so arranged in the body of the triple 
that they lie inactive during a gradual reduction 
in train pipe pressure, but wdienever a quick 
reduction is made in the train pipe pressure they 
go into action instantly, and in so doing vent the 
train pipe air locally into the brake cylinder or 
into the atmosphere — into the brake cylinder if 
it is a Westinghouse triple and into the atmos- 
phere, if it is a New York triple. 

The reason for venting the train pipe air lo- 
cally either to the brake cylinder or to the at- 
mosphere, is to hasten the reduction in the train 
pipe pressure throughout the whole lengtli of 
the train pipe on long trains that all the brakes 
may be applied almost instantly, and thus in 
emergencies bring the train to a stop in the short- 
est time and distance, and also to avoid the shock 
to the rear end of the train that would be had if 
any considerable time should elapse between the 
application of the brakes on the front and on the 



21 



NEW STYLE PLAIN TRIPLE. 



TO AUXILIARY 
RESERVOIR 




22 

rear of the train, owing to the slack in the train 
allowing the rear cars to run in against the heav- 
ily braked cars in front. 

The quick action mechanism of the Westing- 
house triple valves consists of an emergency pis- 
ton, an emergency valve, a non-return check 
valve, and an emergency port in the seat of the 
triple slide valve. 

The quick action feature of the New York 
triple consists of a vent valve, a vent piston, an 
emergency piston, an emergency valve, and a 
brake cylinder check valve. 

When the triple valve of the Westinghouse 
type makes its full stroke the slide valve will un- 
cover the emergency port in its seat and permit 
the auxiliary reservoir pressure to flow to the top 
of the emergency piston, forcing the latter down- 
ward which in turn by reason of its stem bearing 
against the emergency valve forces this valve 
away from its seat, when train pipe pressure, 
which is always directly underneath the emer- 
gency valve, can flow to the brake cylinder. The 
non-return check valve prevents the air in the 
brake cylinder from flowing back into the train 
pipe, should the pressure in the train pipe be re- 
duced below that in the brake cylinder. 

The quick action mechanism of the New York 
triple valve is put into action by a sudden reduc- 
tion in train pipe pressure. Between the main 
triple piston and the vent valve piston there is a 
chamber charged with air to the same pressure 



23 

as that in the auxiHary and in the train pipe, 
which, when a gradual reduction is made in the 
train pipe pressure, can reduce at the same rate 
along with it and thus allow the triple valve to 
move without disturbing the vent valve. But 
when a quick reduction in train pipe pressure is 
made, causing a quick movement of the triple 
valves, the triple piston of the latter cushions on 
the air in the vent-piston chamber and forces the 
vent piston along in the same direction. The 
stem- of the vent piston strikes against the lever 
arm of the vent valve, forcing the latter away 
from its seat and it thus permits the train pipe 
pressure, which is behind it to escape to the vent 
passage, formed in the triple around through the 
body leading to the emergency piston. 

As the air thus vented into the emergency pas- 
sage, rushes toward the outlet, it is directed 
against the emergency piston forcing it over 
against the emergency valve, forcing the latter 
away from its seat, and then it escapes to the 
atmosphere through the vent ports at the side 
of the triple body under the emergency cap. 

Behind the emergency valve we have auxiliary 
reservoir pressure, and as this valve is forced 
back from, its seat the auxiliary pressure flows 
into the brake cylinder, through the passage lead- 
ing thereto through the body of the triple, forcing 
from its seat, as it does so, the brake cylinder 
check valve, which seats after the auxiliary reser- 
voir pressure has entered the brake cylinder. 



24 

The brake cylinders are constructed in the or- 
dinary way of cast iron, and are bored out so as 
to have a perfectly cylindrical and smooth in- 
terior surface. The brake cylinder piston is 
made so as to- fit the brake cylinder air tight, the 
air tight joint being formed by a packing leather 
which is held securely on the piston rod by a fol- 
lower plate and four bolts. Mr. Gesner adds : 
''and an expanding ring." 

All brake cylinders, auxiliary reservoirs, angle 
cocks, cut-out cocks, conductor's valves, release 
valves, and pressure retaining valves are so near 
alike in both types of brakes, and so plainly 
shown by the illustrations as to need no descrip- 
tion. 

The pump governors of both types of brakes, 
while somewhat different in construction, in oper- 
ation they are similar. 

They consist essentially of a regulating spring, 
a regulating screw and nut, an air valve, a gov- 
ernor piston, a steam valve and stem, and a suit- 
able casing and body to enclose those parts, and 
to form a seat for the steam valve and a steam, 
passage through which the steam can pass to the 
pump. 

The function of the governor is to control the 
pump in such a manner as to prevent it from ac- 
cumulating in the main reservoir and the train 
pipes more than the fixed standard air pressure 
which it is desired to carry. Mr. Dickson says: 
''The function of the governor is not to- control 



25 

the speed of the pump, but to start and stop it. 
The pump throttle regulates its speed." 

The main reservoir pressure operates the 
pump governor, with the Westinghouse brake 
valve except when the old style D 8 valve is used. 
With the D 8 brake valve the train pipe pressure 
operates the governor. With the New York 
brake valve the train pipe pressure operates the 
governor. Therefore, in one the tension of the 
regulating spring is adjusted to withstand a pres- 
sure of ninety pounds which is the main reservoir 
pressure generally carried; and in the other the 
tension of the regulating spring is adjusted to 
withstand a pressure of seventy pounds, the 
standard train pipe pressure. 

With either governor, when the air pressure 
for which it is adjusted is attained, the regulating 
spring is compressed, and a diaphragm w^hich 
forms an air tight separation between the regu- 
lating spring casing and the air chamber beneath 
it, is raised from its seat, or as in the case of the 
Westinghouse governor, it and the pin valve 
along with it, is raised, opening a communica- 
tion with the chamber above the governor 
piston through which air can flow to the top 
of the latter and force it together with the 
steam valve and stem, downward, until the steam 
valve seats and shuts off the steam to the pump, 
thus slowing the latter down to a very slow rate 
of speed. 

As soon as the air pressure falls below that for 



26 

which the governor is adjusted, the diaphragm, 
if the New York, or the diaphragm and pin valve, 
if it is in the Westinghouse, will seat and close 
the passage leading down to the governor piston. 
Then the air on top of the governor piston will 
quickly escape to the atmosphere and allow the 
pressure on the top of the governor piston to fall 
to zero, after which the steam pressure under the 
steam valve will raise the latter, together with the 
governor piston, and thus steam will again be ad- 
mitted to the pump and the latter will start up 
promptly. 

In the construction of these pump governors, 
the aim has been to make them* as sensitive to 
slight variations in the air pressure as it was 
possible to make them ; this in order that the 
pumps may be allowed to run slowly but a very 
short time at each operation of the governor. 

In Figs. 23 and 24, pages 84 and 86 the 
internal construction of the governors are 
shown and all parts numbered and named for 
easy reference. 

The air gauges for either type of brake are of 
the duplex pattern ; that is, there are two gauges 
in one case, one gauge to indicate the train pipe 
pressure, and one to indicate main-reservoir 
pressure. 

The black hand on the air gauge indicates 
train pipe pressure, and the red hand, main- 
reservoir pressure. 



27 



WESTINGHOUSE EIGHT-INCH AIR PUMP. 



fROM BOILERr- 



\}\\\S:-26 





Fig. 4. 



28 



EIGHT INCH AIR PUMP. 



2 Top head. 33 

3 Steam cylinder. 34 

4 Center piece (forms lower 35 

steam head and upper 

air head). 36 

5 Air cylinder. 

6 Air cylinder head. 37 

7 Main valve. 

8 Upper main valve pack- 38 

ing ring. 

9 Lower main valve pack- 39 

ing ring. 

10 Steam piston and rod. 40 

11 Air piston. 41 

12 Steam piston packing ring. 42 

13 Air piston packing ring. 43 

15 One-inch exhaust pipe 44 

union nut. 45 

16 Reversing valve. 46 

17 Reversing valve stem. 47 

18 Reversing valve plate. 

19 Reversing valve bush. 48 

20 Reversing valve chamber 

cap. 49 

21 Reversing cylinder cap. 

22 Reversing cylinder 50 

23 Reversing piston. 51 

24 Reversing piston packing 

ring. 52 

25 Upper main valve bush. 53 

26 Lower main valve bush. 

27 Packing nut. 54 

28 Packing gland. 55 

29 Upper valve chamber cap. 56 

30 Upper discharge valve. 57 
31. Upper receiving vaive. 58 
32 Lower discharge valve. 59 



Lower receiving valve. 

Lower valve chamber cap. 

Three-fourths-inch reser- 
voir-union nut. 

Upper steam cylinder gas- 
ket. 

Lower steam cylinder gas- 
ket. 

Upper air cylinder gas- 
ket. 

Lower air cylinder gas- 
ket. 

Air cylinder oil cup. 

Drain cock. 

Cylinder head bolt. 

Valve chamber bush. 

Discharge valve stop. 

\'^alve stop set screw. 

Chamber bush set screw. 

Three-fourths inch reser- 
voir union stud. 

One-inch exhaust pipe 
union stud. 

Three-fourths inch steam 
pipe union stud. 

Main valve stop. 

Reversing valve plate 
bolt. 

Pump head bolt. 

Three-fourth inch union 
swivel. 

Governor union nut. 

Governor union stud. 

Piston stuffing box. 

One-inch union swivel. 

Piston rod nut. 

Cylinder head plug. 



29 



EIGHT-INCH PUMP. 

O. In which end of the eight-inch pump is 
the power used to run it ? 
^ A. In the upper or steam cyHnder end. 

Q. What functions are performed by the 
lower end? 

A. The lower end compresses the air, taken 
into the air cylinder from the atmosphere, and 
discharges it into the main reservoir. 

Q. Where does the steam first enter the 
pump? 

A. At the steam connection made at the side 
of the pump, and it fills the steam chamber be- 
tween the ends of the m-ain steam valve 7. 

Q. What duties does the main steam valve 
perform ? 

A. The same duties as a sHde valve in the 
steam chest of an engine; it alternately admits 
steam to the upper, and to the lower end of the 
steam cylinder; and after this steam has done its 
work in moving the steam piston, it provides 
for its escape, or exhaust, to the atmosphere. 

O. When the steam piston is ready to com- 
mence its down stroke how is the upper steam 
port uncovered? 

A. The upper piston head of the main steam 
valve is much larger than the lower, and for this 
reason the total steam pressure upon it is great- 
er, and forces it upward until the steam port in 
the upper end of the valve chamber is opened; 



30 

admitting steam to the top of the steam- piston 
at the same time that the upper steam port is 
opened to admit steam to the pump, the lower 
exhaust ports are open to the atmosphere, per- 
mitting the steam used on the up-stroke to ex- 
haust to the atmosphere. 

Q. When the down-stroke is completed how 
is the movement of the piston reversed ? 

A. xA.s the upper piston of the main valve has 
a greater area than the lower, and an additional 
pressure is required to assist the lower piston to 
move the main valve downward, in order to open 
the lower steam port, this additional pressure is 
supplied by piston 23, called the reversing 
piston, which bears down upon the large piston 
of the main valve whenever steam is admitted 
upon top of it. To admit steam to the top of the 
reversing piston, the reversing slide valve 16 is 
moved to its lower position by the reversing rod 
17, where the small steam port, leading from its 
chamber to the top of the reversing piston, is un- 
covered, and steam is admitted to the reversing 
cylinder. The pressure thus had on the top of 
the reversing piston acts downward upon the 
main steam valve, moves the latter down to a 
position uncovering the steam port to the lower 
end of the steam- cylinder, and at the same time 
opens the exhaust port at the upper end, permit- 
ting the steam to escape to the atmosphere from 
the upper side of the steam piston 10. 



31 

Q. The steam supplied to the reversing cyUn- 
der is obtained from where? 

A. The steam, supplied to the reversing cylin- 
der is admitted to the reversing slide valve cham- 
ber through a small port leading from the main 
valve chamber and located between the ends of 
the main steam valve. This cylinder is, there- 
fore, filled with steam at the same pressure as the 
main valve chamber. 

• Q. When the piston reaches the end of the 
up-stroke, how is its motion reversed ? 

A. As the steam piston approaches the end 
of its up-stroke the reversing valve rod plate 
engages the reversing valve rod, moving the lat- 
ter, together with the reversing slide valve, up- 
ward. When the reversing slide valve is moved 
to the upper end of its travel it closes the steam 
port leading to the reversing valve cylinder and 
opens the exhaust port leading from the same 
chamber, allowing the steam on top of the revers- 
ing piston to escape to the atmosphere. When 
the pressure is removed from the top of the 
reversing piston, and from the top of the larger 
piston of the main steam valve, the upward 
pressure on the larger area of this piston will 
overcome the pressure exerted in the opposite 
direction on the smaller or lower piston of the 
same valve, and, in consequence the main valve 
will move upw^ard, uncovering the steam port 
leading to the upper end of the steam cylinder, 
and will open the exhaust port in the lower end 



32 

of the same cylinder, permitting the steam to 
escape, and thus the movement of the steam 
piston will be reversed. 

Q. When the steam piston is making the up 
and the down strokes, what action is taking 
place in the air cylinder of the pump? 

A. As the air piston and the steam piston 
head are attached to the same rod, one at one 
end and one at the other, it follows that whenever 
the steam piston makes a stroke the air piston will 
make a stroke also. As the air piston moves up- 
ward, the lower air receiving valve 33 is raised 
by atmospheric pressure, and air enters the air 
cylinder behind the upward moving air piston. 
At the same time the air contained in the air cyl- 
inder, above the air piston, is being compressed 
and driven out through the upper discharge 
valve to the main reservoir. On the downward 
stroke the lower receiving valve closes, and the 
confined air is compressed and driven out 
through the lower air discharge valve 32 to the 
main reservoir, while at the same time the upper 
discharge valve to the main reservoir is closed, 
and the upper receiving valve is opened by at- 
mospheric pressure, and air enters the upper end 
of the air cylinder filling all space in the air cylin- 
der behind the downward moving piston. 

Q. What are the duties of the nine and one- 
half inch pump ? 

A. They are the same as those of the eight 
inch pump and are performed in nearly the same 
manner. 



33 



NINE AND ONE-HALF INCH AIR PUMP. 

Air valve seat. 

Air valve cage. 

Air valve chamber cap. 

One and one-fourth inch 
union stud. 

One and one-fourth inch 
union nut. 

One and one-fourth inch 
union swivel. 

One inch steam pipe 
stud. 

Governor union nut. 

Stuffing box. 

Stuffing box nut. 

Stuffing box gland. 

Air cylinder oil cup. 

Short cap screw. 

Long cap screw. 

Upper steam cylinder 
gasket. 

Lower steam cylinder 
gasket. 

Upper air cylinder gas- 
ket. 

Lower air cylinder gas- 
ket. 

Drain cock. 

Air strainer. 

One-inch steam pipe 
sleeve. 

Left main valve head 
gasket. • 

Right main valve head 
gasket. 

Main valve head bolt. 

Cap screw. 

Cylinder head plug. 



60 


Top head. 


87 


61 


Steam cylinder. 


88 


62 


Center piece 1 forms low- 


89 




er steam head and up- 


90 




per air head. 




63 


Air cylinder. 


91 


64 


Lower head. 




65 


Steam piston and rod. 


92 


66 


Air piston. 




67 


Piston packing ring. 


93 


68 


Piston rod nut. 




69 


Reversing valve plate. 


94 


70 


Reversing valve plate bolt. 


95 


71 


Reversing valve rod. 


96 


72 


Reversing valve. 


97 


1Z 


Reversing valve chamber 


98 




bush. 


99 


74 


Reversing valve chamber 


100 




cap. 


lOI 


75 


Main valve bush. 




76 


Main piston valve. 


102 


77 


Large main valve piston 






head. 


103 


78 


Large main valve piston 






packing ring. 


104 


79 


Small main valve piston 






head. 


105 


80 


Small main valve piston 


106 




packing ring. 


107 


81 


Main valve stem. 




82 


Main valve stem nut. 


108 


83 


Main slide valve. 




84 


Right main valve cylin- 
der head. 


109 


85 


Left main valve cylin- 


1 10 




der head. 


III 


86 


Air valve. 


112 



34 

Q. What is the principal difference in con- 
struction between the eight inch and the nine 
and one-half inch pump ? 

A. The principal difference in construction of 
the two pumps lies in the reversing valve gear. 

Q. Has the nine and one-half inch pump a 
m^ain valve the same as the eight inch pump ? 

A. It has a main valve, of the slide valve pat- 
tern, operated by a differential piston. The slide 
valve is held between the heads of the differential 
pistons, yy and 79. The main valve of the eight- 
inch is a combined differential piston and re- 
versing valve. 

Q. Where does the steam first enter the nine 
and one-half inch pump? 

A. At the side as indicated on Figure 5 the 
same as in the eight-inch pump, except that in the 
nine and one-half inch pump the steam must pass 
up through a suitably arranged passage in the 
wall of the steam cylinder to the top head before 
it can enter the steam chamber where it is admit- 
ted between the ends of the differential piston, 
the same as between the ends of the main steam 
valve in the eight-inch pump. 

Q. How does steam pass from the steam 
chamber in the top head to the cylinder of the 
pump? 

A. The two pistons comprising the differ- 
ential piston being of unequal area the total pres- 
sure of the larger piston is greater than that on 
the smaller piston, and consequently the whole 



10b 

82^f 



WESTINGHOUSE NINE AND ONE HALF INCH PUMP 




^fe=^ 



35 

differential piston together with the main slide 
valve, which is caught between the ends, moves 
to the right, and in so doing the main slide valve 
uncovers the steam port on the seat which leads 
to the lower end of the cylinder and at the same 
time, connects the steam port leading to the top 
of the cylinder with the exhaust passage to the 
atmosphere. Mr. Dickson adds : ''through a cav- 
ity in centre of the main slide valve." 

Q. When the upward stroke is completed how 
is the motion reversed? 

A. As the main steam piston 65 approaches 
the upper end of its stroke, the reversing plate 
70 engages the reversing valve rod 71 and carries 
it together with the reversing slide valve up to 
the end of the latter's travel. The reversing slide 
valve when in its extreme upper position, oj>ens 
a steam port leading to the outer face of the large 
differential piston yj. The pressure admitted to 
the outer face of this piston combined with the 
pressure acting upon the inside face of the small- 
er piston moves the differential piston and along 
with it, the main slide valve 76 in the opposite 
direction or to the left, and in doing so the steam 
port leading to the upper end of the steam cylin- 
der is uncovered so as to admit steam to this end, 
while the lower steam port is connected with the 
exhaust passage leading to the atmosphere, 
through main slide valve cavity. 

Q. When the downward stroke is made how 
is the action of the piston reversed? 



36 

A. When the main piston approaches close to 
the lower end of its stroke, the reversing valve 
plate engages the button head, formed on the 
lower end of the reversing valve rod, and moves 
it, together with the reversing slide valve, 
downward until the latter (^h. Dickson says:) 
^'covers steam port leading to outer face 
of differential piston and opens a port from 
same to the atmosphere." The steam act- 
ing on the inside face moves differential piston 
and main slide valve to the right which uncov- 
ers the steam port leading to the lower end of the 
steam cylinder, and at the same time connects 
the steam port to the upper end of the cylinder 
v^ith the atmosphere. 

O. How is the reversing slide valve supplied 
with steam ? 

A. It is supplied through a suitable port, lo- 
cated between the ends of the differential piston, 
which leads to the reversing slide valve chamber. 

O. Describe the operation of the air end of 
the pump? 

A. It is the same as that of the eight-inch 
pump. When the air piston is descending in the 
air cylinder, the air underneath it is being com- 
pressed and driven out through the lower dis- 
charge valve to the main reservoir, while at the 
same time the upper receiving valve is open, and 
air from the atmosphere is entering the air cylin- 
der filling the space behind the piston. On the 
upward stroke, as the air piston is ascending, the 



YORK DUPLEX PUMP. 




37 

air in front of it is compressed and driven out 
through the upper discharge valve, while at the 
same time the lower receiving valve is open and 
air is entering the cylinder filling the space be- 
hind the air piston. In the operation of all air 
compressors the air pistons are double acting. 

Q. What is meant by double acting air 
pumps ? 

A. It is meant that they have two sets of air 
valves — two receiving and two discharge valves 
— and that at each stroke of the air piston air is 
both taken into and discharged from the cylinder. 

Q. How many cylinders has the New York 
Duplex pump ? 

A. It has two combined steam and two com- 
bined air cylinders, making four in all. 

Q. How do the cyUnders compare in size? 

A. Both steam cylinders and one air cylin- 
der are the same in diameter, and the other air 
cylinder is of such a diameter as to give double 
the cubical capacity of any one of the other cyl- 
inders. 

Q. How is steam admitted to the steam cyl- 
inder ? 

A. Steam is admitted to the steam cylinders 
through ports controlled by ordinary D slide 
valves. 

O. How m-any slide valves and reversing 
valve rods are required? 

A. Two of each. One slide valve and one 
tappet rod for each cylinder. Mr. Dickson says 



38 



DUPLEX AIR PUMP. 



-2 Steam cylinders. 
-4 Air cylinders. 
-6 Slide valves. 
-8 Valve stems. 
-10 Receiving air valves. 
-12 Intermediate receiving 
and discharge air 

valves. 
14 Discharging air valves. 

Steam chest caps. 
17 Steam chest bushings. 
Piston rods. 
Upper steam head. 
Tappet plates. 
22 Steam pistons. 
Low pressure air piston. 
High pressure air piston 

rings. 
Low pressure air piston 

rings. 
Center piece (forms up- 
per steam cylinder head 
and lower air cylinder 
heads). 
Stuffing boxes. 
Stuffing box nuts. 
Stuffing box glands. 
Lower receiving valve 

chamber. 
Lower intermediate valve 

seat. 
Upper receiving valve 
seat. 



42 Upper intermediate valve 

seat. 

43 Upper intermediate valve 

chamber. 

44 Upper discharging valve 

cap. 

45 Upper discharging valve 

seat. 

46 Lower discharging valve 

seat. 

47 Top air cylinder head. 

48 Upper air cylinder gas- 

ket. 

49 Lower air cylinder gas- 
ket. 

tSO Upper steam cylinder 
gasket. 

51 Lower steam cylinder 

gasket. 

52 Cylinder head bolts. 

53 Air cylinder oil cups. 

54 Drain cock. 

55 Tappet plate bolt. 

56 Governor union stud. 

57 Governor union nut. 

58 Exhaust union stud. 

59 Exhaust union nut. 

60 Exhaust union swivel. 

63 Air union stud. 

64 Air union nut. 



65 

74 



Air union swivel. 
Piston rod nut. 



87 Jacket screws. 



39 

they should be called tappet rods instead of re- 
versing valve rods. 

Q. How are reversing slide valves operated? 

A. They are moved by means of the tappet 
rods, and tappet plates and the main pistons. 

Q. Does each steam piston operate the slide 
valve that controls the admission to and the ex- 
haust of steam from its own cylinder? 

A. No; each steam piston moves the slide 
valve that controls the steam distribution in the 
other steam' cylinder. 

Q. How is it that the slide valve under one 
steam cylinder can control the admission and the 
exhaust of steam to and from the other steam 
cylinder ? 

A. It is because the steam ports are crossed — 
that is, the steam ports controlled by one of the 
slide valves cross over and lead to the other 
cylinder. 

O. Describe the reversing sHde valves and 
their seats. 

A. They are ordinary D slide valves, very 
much like those used in locomotives, and in their 
seats there are three ports, two steam and one — 
the middle one — an exhaust port. 

Q. What moves the reversing slide valves ? 

A. The tappet rods which are fitted into 
holes drilled into the steam ends of the piston 
rod, and in turn these rods are moved by tappet 
rod plates bolted to the piston head. 



40 

Q. How are the steam ports arranged in the 
steam chest of the duplex pump ? 

A. The upper port in the left chest leads to 
the lower end of the right steam cylinder, and 
the upper port of the right steam chest leads to 
the upper end of the left steam cylinder. The 
lower port in the right steam chest leads to the 
lower end of the left steam cylinder and the lower 
left steam port leads to the upper end of the 
right steam cylinder. 

O. Do both pistons of the duplex pump move 
in the same or opposite directions at the same 
time? 

A. Both pistons of the duplex pump do not 
move in any direction at the same time. But one 
piston moves at a time, and after it has com- 
pleted its stroke it waits until the other piston 
makes a stroke before commencing its return 
stroke. 

Q. In starting the pump, which piston makes 
the first stroke? 

A. The right hand piston, or the one below 
the larger air cylinder, commonly called the low- 
pressure piston. 

O. How do the pistons move, upon starting 
the pump? 

A. Both pistons and both slide valves being 
at their lower extremities, upon turning on steam 
to the pump, the right hand piston moves to the 
upper end of its stroke, moving its slide valve 
to the upper extremity of its travel, just before 



41 

reaching the end of its stroke ; it then waits until 
the other piston makes its upstroke and changes 
its sHde valve, so as to admit steam to the upper 
end of the right piston and to exhaust steam from 
the lov^^er side of the right piston, thus providing 
for the latter's dow^n stroke. As it approaches 
the end of its down stroke, it again moves its 
slide valve in the downward direction, and so 
provides for the down stroke of the left piston. 

Q. How many air valves has the New York 
duplex pump? 

A. Six. 

Q. What are they called? 

A. TwO' are called the air inlet valves; two, 
the intermediate airlet and discharge valves; 
and two, the final discharge valves. 

Q. How is air taken into the air end of the 
pump, compressed and discharged to the main 
reservoir ? 

A. The large or low pressure piston moves 
up first, creating a vacuum in its cylinder behind 
it, which is filled with air from the atmosphere, 
drawn into the cylinder through the lower air 
inlet valve lo; when the small or high pressure 
air piston moves up, creating a vacuum in its 
cylinder behind it, which is filled with air from 
the atmosphere, drawn into the air cylinder 
through the lower air-inlet and the lower inter- 
mediate air-inlet and discharge valves lo and 12. 
After the high pressure piston has completed its 
up-stroke, both air cylinders are filled with free 



42 

air at atmospheric pressure, and the low-pressure 
piston commences to move downward and to 
compress the air in front of it previously received 
on the up stroke, and to discharge it into the 
high pressure air cylinder through the lower in- 
termediate air-let and discharge valve 12. After 
the low pressure piston has completed its down 
stroke and has forced the contents of the large 
air cylinder into the small air cylinder, the high 
pressure -air piston makes its down stroke and 
forces air the air in the high pressure air cylinder 
in front of it into the main reservoir through the 
lower final discharge valve 14. On the down 
stroke of both pistons air from the atmosphere 
is taken into the air cylinders in precisely the 
same manner as that explained for the up stroke 
and the operation of compression and final dis- 
charge of air to the main reservoir is the same 
for the up stroke as for the down stroke. 

Q. At about what pressure does the low 
pressure piston work against? 

A. About forty pounds, after the pressure has 
been accumulated in the main reservoir. 

Q. How much pressure does the high pres- 
sure piston work against? 

A. A trifle higher than main reservoir pres- 
sure, which is generally ninety pounds. 



43 



AIR PUMPS IN GENERAL. 

Q. How should an air pump be started ? 

A. The air pump, no matter of what make, 
should be started slowly at first and should not 
be speeded up until a pressure of forty pounds 
has accumulated in the main reservoir. 

Q. Why should an air pump be run slowly 
until considerable pressure has accumulated in 
the main reservoir? 

A. Because all air compressors, used to fur- 
nish air pressure for the automatic air brake, de- 
pend, to a considerable extent, upon the pressure 
in the main reservoir for a cushion for the air 
pistons, so as to prevent them from striking the 
cylinder head. 

Q. How fast should an air pump be run? 

A. Just fast enough to keep up the required 
train-pipe pressure and no faster. 

Q. What will be the result if the rod packing 
blows out? 

A. It will blow the oil from the swab on the 
piston rods and if the blow comes from the air 
end of the pump it will greatly reduce its effi- 
ciency. 

Q. What are the most common causes of 
knocks or pounds in air pumps? 

A. The lack of air cushions to stop the pis- 
tons at the completion of their stroke, loose nuts 
on the ends of the air pistons, leaky air valves 
or loose pistons, due tO' pounding on cylinder 



44 

heads. Mr. Gesner adds: 'Too much Hft in 
discharge valves or pump being loose on its 
brackets.'' Mr. Dickson gives the following an- 
swer to the above question: ''On Westinghouse 
pumps, wear of reversing plate or between shoul- 
ders of reversing rod, stuck air valves or air 
valves with too much lift, loose nuts on pistons. 
On the New York pump, loss of cushion by leaky 
oil cups, receiving valves, packing rings of air 
pistons, piston rod packing of air end or cylinder 
head gaskets. On either kind of pump, loose on 
brackets or running fast against too low a pres- 
sure." 

Q. What should be done at about the same 
time that the steam throttle to the air pump is 
opened ? 

A. The lubricator should be started and it 
should be allowed to feed freely at first, and 
afterward, w4ien the pump is free from all water 
or condensation and thoroughly warmed up, the 
feed should be adjusted to meet the work the 
pump has to do. 

Q. When should the air cylinders of air 
pumps be oiled? 

A. The air cylinder of any air pump, required 
to do heavy duty, should receive a small quantity 
of good oil that will stand a high degree of heat, 
before it is started, and should be oiled as often 
during the trip as circumstances and the work 
it is doing indicate it should be oiled. The air 
cylinders of air pumps require oil more often 



45 

nowadays than they did formerly when air brake 
trains w^ere shorter. 

Q. What kind of oil is good for the air cylin- 
ders? 

A. Valve oil gives best results. 

Q. How should oil be introduced to the air 
cylinders ? 

A. Through the oil cups provided for that 
purpose. 

Q. Should oil ever be introduced through the 
air-inlet valve? 

A. No; oil, if introduced through the air- 
inlet valve, will gum up the air valves and air 
passages, and thus tend to make the pump run 
hot. 

Q. How tight should the piston rods be 
packed ? 

A. Just tight enough to prevent leakage of 
steam or of air. 

O. How should the air pump be run while 
descending grades? 

A. With the pump throttle well open, and 
fast enough to provide an ample supply of air. 

Q. While ascending grades or going over 
level road, how should the air pump be run? 

A. Fast enough to maintain the required 
pressure in the train pipe and auxiliaries — that 
is, fast enough to do the work required. 

O. With the New York pump, if the ex- 
hausts are not spaced properly, what could be the 
trouble ? 



46 

A. Leakage of air from the main reservoir 
back into the high pressure air cyHnder, unequal 
Hft of air valve, back leakage between high and 
low pressure cylinders, or some one of the air 
valves stuck open or held fast to its seat. 

Q. If an intermediate valve or a cylinder 
head gasket is leaking between the air cylinders, 
how could it be detected? 

A. Two of the steam exhausts will sound 
well apart, and two will sound close together. 

Q. How is it that leaks of the above descrip- 
tion cause the exhausts to sound irregular? 

A. Because air leaking from the high pres- 
sure cylinder back into the low pressure cyHn- 
der creates an air pressure in the latter that tends 
to force the low pressure piston in the same di- 
rection that the steam pressure is, and therefore, 
it makes a very quick stroke. 

O. ' When three strokes of the duplex pump 
are irregular, but the fourth is made very slowly, 
what is the trouble? 

A. An intermediate discharge valve possibly 
may be broken, but the trouble is more likely to 
be air cylinder gasket leaking betvveen the final 
discharge valve cavity and the high pressure 
cylinder, or the lower intermediate valve seat is 
loose, and has unscrewed, raising the intermedi- 
ate valve against its stop post. 

Q. What will be the effect if the upper inter- 
mediate valve seat works loose? 

A. The upper intermediate valve seat forms 



47 

the lift stop for the upper receiving valve, and if 
it gets loose it will work clown and prevent the 
opening of the receiving valve. 

Q. Which air cylinder of the duplex pump 
requires more oil than the other? 

A. The high-pressure air cylinder will re- 
quire more oil than the low pressure, owing to 
the compression in the cylinder being higher. 

Q. What should be done when an air pump 
stops of its own accord? 

A. About the first place to look is at the small 
escape port in the neck of the governor or in the 
top of governor piston cylinder. If there is a 
constant flow of pressure at this small hole (Mr. 
Gesner says:) ''while the brakes are ap- 
plied with the New York and releasing with the 
Westinghouse equipment," it indicates that the 
diaphragm valve, or pin valve, as the case may 
be, is leaking. If there is not a flow of air at 
this port, push a pin into it and make sure it is 
not blocked up, after which, if the pump does 
not start, close the pump throttle, open the waste 
cock to the steam head of pump, allowing all 
pressure to escape, then close the waste cock and 
open the throttle quickly. 

Q. If, after the throttle test is made, the low 
pressure piston moves up to and stops at the 
upper end of its stroke, and the high pressure 
piston refuses to move, where should one look 
for the trouble? 

A. In the steam head of the pump under the 



48 

low pressure piston. Either the low pressure 
tappet rod is broken or its reversing valve plate 
is worn through. 

O. After the throttle test, suppose the low 
pressure piston makes the up stroke, then the 
high pressure piston makes its up stroke, but the 
low pressure piston refuses to make its down 
stroke, where would the trouble be? 

A. In the steam cylinder or head of the high 
pressure cylinder. Probably the tappet rod is 
broken or its tappet plate is worn through. Mr. 
Dickson asks and answers the following ques- 
tion : 

O. What is the cause of the air pump run- 
ning hot? 

A. Air piston packing rings leaking; dis- 
charge valves leaking; too small an amount of 
lift of discharge valve, discharge valves stuck, or 
discharge pipe or ports plugged; racing the 
pump, or continual compression against too 
high main reservoir pressure. 

THE ENGINEER'S BRAKE VALVE. 

DESCRIPTION OF THE PASSAGE OF AIR 
THROUGH D 8 VALVE IN DIFFERENT 
POSITIONS. 

Full Release Position. 
\Mth the handle of the valve in full release 
position (Fig. 9) air coming from the main 
reservoir enters the brake valve at X passes to 



49 



WESTINGHOUSE D-8 ENGINEER'S BRAKE 
VALVE. 




24 -—To Smau. ReacnvoM 




Fig. 8. 



.so 



D-8 BRAKE VALVE. 



C 



noi 



MM-'' 







51 

top of the rotary, through port a of the rotary 
13, port b of the rotary seat and into cavity c 
of the rotary, thence through port / into the train 
line at Y. Port g in the rotary seat (Fig. 8) 
leads to chamber D and is exposed tO' cavity c 
of the rotary with the valve in this position so 
that air passing from the main " reservoir into 
train line through cavity c is also free to go to 
the little drum through port g. In this position 
port y in the rotary is open to port e in the rotary 
seat and main reservoir pressure passes directly 
to the little drum through these ports. 

RUNNING POSITION. 

In this position port / in the rotary is moved 
around so that it communicates with port / in the 
rotary seat. Main reservoir pressure coming 
from the top of the rotary feeds through ports 
y and / and strikes the excess pressure valve 
which is held to its seat by the excess pressure 
spring. This spring has a tension of 20 pounds 
so that when main reservoir pressure is 20 
pounds greater than that back of the valve, or 
train line pressure, the valve is forced from its 
seat and main reservoir air passes through port 
/ (Fig, 8) into port / and into the train line at 
Y (Fig. 9). While the air feeds into the train 
line through port / it feeds up under the rotary 
into cavity c which is exposed to port / as in full 
release, port g in rotary seat (Fig. 8) is still 
exposed to cavity c and the air passing into the 



52 

train line also passes up into cavity c and through 
port g into cavity D or the Httle drum (Figs. 8 
and 9). In lap position all ports are blanked. 

In service position the slot p on the under 
side of the rotary connects port e which leads 
through the rotary seat to the little drum with 
port h in the rotary seat leading to the atmos- 
phere. 

The emergency position of this valve is tlie 
same as the D5, F6 or G6 valves. 

Q. What is the engineer's brake valve? 

A. It is the valve with which the engineer 
controls the operation of the brakes on the train. 

Q. How many positions are there for the 
handle of this valve? 

A. Five. 

O. What are they called? 

A. Full release, running, lap, service and 
emergency, and commencing with full release po- 
sition they are arranged in the order named. 

O. Is the old Westinghouse D 8 valve still 
in use ? 

A. Yes ; quite extensively. 

O. How does this valve compare with the 
G 6 and other brake valves of the Westinghouse 
type? 

A. Though the valves are constructed differ- 
ently, the results obtained are the same. 

O. In full release position how many ports 
lead to little drum? 

A. Two ; the same as with the F 6 or G 6. 



53 

Q. What gives us the excess pressure in the 
main reservoir? 

A. The excess pressure spring which has a 
tension of 20 pounds. 

Q. Is air drawn from cavity D, or little drum 
in service position? 

A. Yes. 

Q. How does the reduction of Httle drum 
pressure afifect the equahzing piston 17? 

A. Same as with F 6 or G 6 valves. 

O. Is there any noticeable difference between 
the service positions of the Westinghouse and of 
the New York brake valves? 

A. Yes ; the service position on the New 
York brake valve is subdivided into five service- 
graduating notches, while the service position on 
the Westinghouse valve is not. 

Q. Why is the service position on the New 
York brake valve subdivided? 

A. Because in this position the valve auto- 
matically measures the amount of train pipe re- 
duction, and laps itself. 

Q. In what position of the brake valve is 
there a direct opening from the main reservoir 
to the train pipe? 

A. In full release position. 

Q. Are the train pipe and the main reservoir 
pressures equal in this position? 

A. They are. 

O. Why are they equal in full release posi- 
tion? 



54 

A. Because there is a large, direct communi- 
cation between the main reservoir and the tram 
pipe through the brake valve, when the handle 
is in this position. 

Q. When the handle is in the running posi- 
tion, how does the air pass from the main reser- 
voir into the train pipe? 

A. In the Westinghouse brake valve D 5, F6 
and G 6 it passes through the feed valve attach- 
ment, and in the New York brake valve it passes 
through the excess pressure valve, into the train 
pipe. 

O. With the D 8 valve how does air pass 
from' main reservoir into train pipe? 

A. Through the excess pressure valve. 

O. What are the duties of the feed valve at- 
tachment ? 

A. To feed air into the train pipe as fast as it 
may be needed to keep up the pressure therein, 
and to close the communication between the main 
reservoir, and the train pipe when the pressure in 
the latter has reached the limit for which the 
feed valve is adjusted. 

Q. What are the duties of the excess pres- 
sure valve? 

A. To permit air to feed into the train pipe 
from the main reservoir, and to maintain an ex- 
cess pressure in the latter of about twenty 
pounds. ' 

0. How does the Westinghouse G6 brake 
valve obtain its excess pressure? 



55 

A. By means of the pump governor which 
is adjusted to stop the pump when the desired 
main reservoir pressure has been obtained, which 
is usually twenty pounds in excess of what is 
carried in the train pipe. 

Q. When the handle is placed in lap position, 
how does it govern the air passages and ports in 
the brake valve? 

A. It prevents the passage of air through the 
brake valve in any direction, and closes all ports. 

Q. When is the lap position used? 

A. When coupling onto- a train that is to be 
charged with air; when the train has parted or 
the conductor has opened the conductor's valve, 
when, with the Westinghouse valve, it is desired 
to hold the brakes applied after a service appli- 
cation has been made. Mr. Roach adds: ''Also 
when backing a train to permit conductor to 
make stops.'' 

O. What is the service stop position used 
for? 

A. The handle of the brake valve is operated 
in the service stop position when making all or- 
dinary stops. 

O. In order to apply the brakes, what is 
necessary to do? 

A. It is necessary to reduce the train pipe 
pressure below that contained in the auxiliary 
reservoir. 

Q. In making an ordinary or service appli- 



56 



G-6 ENGINEER'S BRAKE VALVE. 




is \to Cauoe >e4 

— BLACK HAND — 

Train Pipe Pressure 



Fig. lo. 



57 



G-6 ENGINEER'S BRAKE VALVE. 



(. B smfc' ; -E'^'g)' m 




Fig. II. 



58 

cation, does the engineer reduce the pressure di- 
rectly from the train pipe? 

A. With the Westinghouse brake valve, no; 
he reduces it from the small equalizing reservoir ; 
with the New York brake valve, yes ; he takes it 
out of the train pipe direct. 

O. With the Westinghouse brake valve, how 
is it that reducing the pressure from the small 
equalizing reservoir wall cause the train pipe 
pressure to reduce? 

A. In either the full release or the running 
position, the equalizing reservoir is charged with 
pressure equal to that in the train pipe, and the 
equalizing discharge piston forms the line of 
separation between the two pressures. When 
the handle of the brake valve is placed in the 
service stop position, the pressure in the equal- 
izing reservoir begins to reduce, leaving the train 
pipe pressure greater, which on this account will 
raise the equalizing discharge piston and valve, 
and so permit train pipe pressure to escape to the 
atmosphere. 

O. Why is train pipe pressure reduced in this 
manner in making service applications? 

A. In order that all brakes may be applied 
gently throughout the whole train, and so that on 
long trains the reduction of train-pipe pressure 
being closed ofif gradually, there will be no 
trouble experienced from the front brakes releas- 
ing 

Q. Why would the front brakes on long 



59 

trains release if the train-pipe exhaust or air be 
suddenly closed off? 

A. The friction of the air in the pipe causes 
the pressure in the front end to fall much more 
rapidly than it does in the rear end, of the train 
pipe, so that if the exhaust were closed off 
abruptly there would be a surge of air from the 
rear to the front end of the train which would 
raise the pressure in the front end sufficiently to 
release some of the brakes. 

O. If six pounds of pressure be reduced from 
the equalizing reservoir, how much will be re- 
duced from the train pipe? 

A. The same amount, practically, six pounds. 

Q. How does the New York brake valve pro- 
vide for the gradual closing up of the train pipe 
reduction in service applications? 

A. By means of the automatic cut-off valve 
and cut-in piston. 

Q. Where is the pressure stored that operates 
the automatic cut-off valve? 

A. It is stored in the small supplementary 
reservoir. 

Q. When the handle of the New York brake 
valve is in the running position, how does the 
pressure compare on either side of the equaliz- 
ing discharge piston? 

A. The train pipe pressure on one side and 
the supplementary reservoir pressure on the 
other side are equal. 



6o 



NEW YORK ENGINEER'S BRAKE VALVE. 



il / / 







Fig. 12. 



6i 



NEW YORK ENGINEER'S BRAKE VALVE. 




Fig. 13. 
NEW YORK ENGINEER'S BRAKE VALVE. 



3 Piston ring. 

60 Small union nut. 

61 Union swivel. 

62 Gauge and governor 

union stud. 

69 Handle spring. 

77 Handle set screw. 

90 Feed valve spring. 

95 Lever shaft spring. 

96 Oil plugs. 

97 Feed valve. 

98 Feed valve cap. 

101 Valve body. 

102 Back cup. 

103 End plug. 

104 Piston. 

105 Follower. 

106 Piston nut. 

107 Packing leather. 

108 Expander. 

no Graduating valve. 

111 Graduating valve spring. 

112 Graduating valve lever. 



113 Fulcrum pin. 

114 Main slide valve. 

115 Valve cover. 

116 Links. 

117 Link pins. 

118 Slide valve lever. 

120 Lever shaft. 

121 Lever shaft packing. 

123 Handle. 

124 Quadrant. 

125 One inch union nut. 

126 One inch union swivel. 

127 One inch union gasket, 

128 Small union stud. 

129 Cover and head screws. 

130 Quadrant screws. 

155 Supplementary reservoir. 

156 Reservoir plug. 
158 Union swivel. 
167 Cap gasket. 

172 Quadrant latch. 

173 Latch pin. 



62 

Q. How does the automatic cnt-ofif feature of 
the New York brake valve operate? 

A. As train pipe pressure reduces in front of 
the piston, supplementary reservoir pressure be- 
hind it is stronger and moves the piston together 
with the cut-ofif valve until the latter covers the 
r.ervice exhaust port in the main slide valve. 

Q. Then the principle of the operation of 
this automatic cut-off feature must be the same 
as that of the plain triple valve? 

A. It is just the same. 

Q. In making a service application, does the 
IdIow or exhaust of air from the train pipe vary 
with the number of air-braked cars in the train 
for any given number of pounds' reduction? 

A. Yes ; to make a reduction in train pipe 
pressure of a specified number of pounds will 
require a longer time if the train be long than if 
the train be short. This is on account of the 
greater volume of air contained in the longer 
train pipe, and because it had nearly the same 
sized opening to escape through in both cases. 

O. What is the last position of the brake 
called ? 

A. The emergency ; it should be used when- 
ever there is danger of accident. 

Q. In case there is danger of accident and 
the handle of the brake valve is placed in the 
emergency position, should it be allowed to re- 
main there until the train stops? 

A. Yes, always ; unless the danger is parsed 



63 

before the train stops and the train is short. 
After an emergency appHcation on a freight train 
the brakes should never be released until after 
the train has stopped. 

Q. Does the equalizing feature of the brake 
valve operate in the emergency position? 

A. No; in the emergency the port opening 
through the brake valve to the atmosphere is 
large and direct. 

Q. What is the operative difference between 
the feed valve attachment on the Westinghouse 
brake valve and the excess pressure valve in the 
New York brake valve? 

A. With the feed valve attachment there is 
always communication between the main reser- 
voir and the train pipe with the handle of the 
valve in the running position, until standard 
train pipe pressure is obtained; with the excess 
pressure valve when the handle is in running 
position the communication between the main 
reservoir and the train pipe is closed until the 
main reservoir pressure is twenty pounds greater 
than it is in the train pipe. 

Q. Do^ the feed-valve attachment and excess- 
pressure valves operate in the full release posi- 
tion? 

A. No ; in this position the opening through 
the brake valve for the passage of air from the 
main reservoir into the train pipe is large and 
direct. 

Q. Why is the opening between the main 



64 

reservoir and the train pipe made large when 
the handle is in the full release position? 

A. So that the main reservoir pressure can 
flow into the train pipe in large volume, and 
thus insure the prompt release of all brakes. 

Q. Why is the warning port necessary in 
the Westinghouse brake valve? 

A. Because, if the handle of the Westing- 
house brake valve is left in the full release posi- 
tion for any length of time it will charge the 
train pipe above standard pressure. 

Q. What is likely to happen if the train 
pipe pressure be allowed to get too high? 

A. In emergency applications there would 
be danger of sliding the wheels. 

Q. Of what form is the principal valve in 
the New York engineer's brake valve? 

A. It is the slide-valve form. 

Q. What is the form of the principal valve in 
the Westinghouse brake valve? 

A. It is a rotary valve. 

Q. Where is the main-reservoir pressure 
usually found in the engineer's brake valve? 

A. On top of the principal valve, that is, 
the main slide valve and the rotary valve. 

Q. Where is the train pipe pressure found 
in the New York brake valve? 

A. Underneath the main slide valve in front 
of the equalizing discharge piston and in the 
train pipe air gauge air pipe. 



65 



PACE OF SLIDE VALVE. 



:::; j^Eui ; 



M}}} 



.;>F 






M 
N 
M 



Fig. 14. 



SLIDE VALVE SEAT. 



TO 
GOVERNOR 




@ @ \ r© . \ 
1 y^vii v:-^ 

© © © * *0 ©. © 


© © 

jr ■ ' 

B © 

© © 



fl IT 



Fig. 15. 



66 



NEW YORK ENGINEER'S BRAKE VALVE. 



TO GAUGE 

-BLACK HAND 
TRAIN PIPE 
Pi^ESSURE 




to 


TO 


TRAIN 


MAIN 


I PIPE 


BESERVOIR 



JO GAUGE 
RED HAND- 
MAIN" 
RESERVOIR 
PRESSURE 



Fig. i6. End Section. 



67 



ENGINEER'S BRAKE VALVE. 




Fig. 17. End Section. 



68 

Q. Is not train pipe pressure also present 
in the governor pipe? 

A. Yes; regardless of the position of the 
brake valve handle; and it always operates the 
pump governor. 

Mr. Dickson says: '*Yes in full pressure 
and in running position, but when the train 
pipe pressure is reduced to apply brakes gov- 
ernor pipe pressure does not reduce with it." 

Q. Where is the supplementary reservoir 
pressure found in the New York brake valve? 

A. It is found immediately behind the equal- 
izing piston and in the supplementary reservoir. 

Q. With the New York brake valve what 
occurs when the handle is placed in full release 
position? 

A. In addition to admitting main-reservoir 
pressure to the train pipe for the purpose of 
releasing the brakes, it permits the air in the 
supplementary reservoir to escape to the at- 
mosphere. 

Q. Why is it necessary to discharge the air 
from the supplementary reservoir when releas- 
ing brakes? 

A. So that the equalizing discharge piston 
may return to its normal position, where it 
should be when a service application of the 
brake is begun. 

Q. In what position must the handle of the 
brake valve be, in order to charge up the supple- 
mentarv reservoir ? 



69 

A. In the running position. 

Q. If all the service graduating notches are 
used how much will the train pipe pressure re- 
duce? 

A. About twenty-three pounds when the in- 
itial train pipe pressure is greater or less than 
seventy pounds, then the amount reduced after 
using all the service notches, will be greater for 
the greater pressure and less for the lesser pres- 
sure. 

Q. What is the slide valve feed valve at- 
tachment? 

A. It is an attachment used in connection 
with th^ Westinghouse brake valve. 

Q. What are its duties? 

A. When the handle of the brake valve is in 
the running position it automatically supplies 
the leakage in the train pipe and also acts as a 
governor limiting the pressure carried in the 
train pipe. 

Q. How is the slide valve feed valve adjust- 
ed to regulate the amount of pressure carried 
in the train pipe. 

A. By means of the heavy spring and nut, 
compressing the spring when it is desired to 
increase the pressure to be carried by screwing 
up the nut behind it. 

Q. With the New York valve how is the 
amount of excess pressure carried, regulated with 
the excess pressure valve? 



70 



G-6 ENGINEER'S BRAKE VALVE. 




Fig. i8. 



71 



ENGINEER'S BRAKE VALVE. 



2 


Valve body. 




25 


Holding nut. 


3 


Rotary-valve seat. 




26 


Gauge-pipe fitting. 


4 


Bottom case. 




27 


Feed-valve-case gasket. 


5 


Bottom cap. 




28 


Half-inch nut. 


6 


Jam nut. 
Top nut. 




29 


Half-inch bolt. 


7 




30 


Feed-valve stud. 


8 


Handle. 




31 


Upper gasket. 


9 


Handle bolt. 




32 


Lower gasket. 


10 


Handle bolt spring. 




51 


Feed-valve body. 


II 


Handle bolt screw. 




52 


Flush nut. 


12 


Rotary-valve key. 




53 


Cap nut. 


13 


Washer. 




54 


Supply valve piston. 


14 


Rotary valve. 




55 


Supply valve. 


15 


Gauge-pipe tee. 




56 


Supply valve spring. 


i6 


One-fourth inch 


union 


57 


Diaphragm. 




nut. 




58 


Supply valve piston 


17 


One-fourth inch 


union 




spring. 




swivel. 




59 


Reeulating valve. 


i8 


Piston valve. 




60 


Regulating valve spring. 


19 


Piston ring. 




61 


Regulating valve cap nut. 


20 


Three-eighths inch 


union 


62 


Spring box. ^ 




nut. 




63 


Diaphragm ring. 


21 


Three-eighths inch 


union 


64 


Diaphragm spindle. 




swivel. 




65 


Regulating nut. 


22 


Exhaust-pipe fitting. 




66 


Check nut. 


23 


One inch union -nut 




67 


Regulating spring. 


24 


One inch union swivel. 







72 

A. By increasing the tension of the excess 
pressure valve spring. 

Q. How is the tension of the spring in- 
creased? 

A. By placing washers in the cap nut above 
it. Generally, however, a spring having suf- 
ficient tension to maintain the desired excess 
pressure is used, and when this shows signs of 
weakening a new spring is substituted. 

Q. A leak m the equalizing reservoir or any 
of its connections, with the Westinghouse brake 
valve, will produce what effect? 

A. It will cause the train pipe exhaust to 
remain open after the handle of the brake valve 
has been returned to lap, in all service applica- 
tions, and will cause the brakes to apply with 
full force. 

Q. What would be the efifect of a leak in 
the supplementary reservoir or any of its con- 
nections on the New York brake valve? 

A. It would cause a failure of the valve to 
close off train pipe exhaust automatically in all 
service applications. 

Q. Should the rotary valve leak badly what 
would be the efifect? 

A. When the rotary valve leaks main res- 
ervoir pressure is feeding into the train pipe 
at all times regardless of the position of the 
handle, and this will cause the brakes if appHed 
to release while the handle is on lap; or while 
the handle is in the running position it will 



73 

prevent the accumulation of excess pressure 
in the main reservoir. 

Q. If the main shde valve in the New 
York engineer's brake valve should leak what 
w^ould be the efifect? 

A. A leak through the main slide valve 
generally results in preventing the brake valve 
from maintaining excess pressure in the main 
reservoir while the handle is in the running po- 
sition, and w^hen the service application is being 
made it generally prevents the cut ofif valve from 
entirely closing the service exhaust port in the 
face of the main slide valve. 

Q. How should the feed valves and excess 
pressure valves be cleaned of dirt and gum? 

A. These valves should first be warmed up 
in order to soften the gum, and then should be 
wiped clean with a cloth or some waste saturat- 
ed with kerosene. When replacing use a little 
Hght oil to lubricate the slide valve and piston 
of the slide valve feed valve. No oil is ever re- 
quired on the excess pressure valve; it should 
be replaced clean and dry. Mr. Dickson asks 
and answers the following question: 

Q. What is the cause of a continuous blow 
from exhaust port of the New York brake 
valve while the handle is in full release posi- 
tion? 

A. Usually a leak from train pipe into sup- 
plementary reservoir caused by equalizing 



74 

piston not making a tight joint against cylinder 
head gasket. 

OLD-STYLE FEED VALVE. 

Q. What is the feed valve used for? 

A. To maintain a predetermined train pipe 
pressure while the brake valve handle is in run- 
ning position. 

Q. Is it known by any other name? 

A. Yes, it is frequently called the train line 
governor. 

Q. What brake valves is this style of feed 
valve used with? 

A. The D 5, E 6 and F 6 brake valves. 

Q. Where is the feed valve located? 

A. It is attached to the engineer's brake 
valve. 

O. What parts are thereby placed in com- 
munication? 

A. When attached to the brake valve, pas- 
sage f^ (Fig. 2o) registers with passage / of 
the brake valve (Fig. 19) and passage i registers 
with passage i of the brake valve, which passage 
is connected with the train pipe. 

O. Does the feed valve operate when the 
handle of the engineer's brake valve is in any 
other than running position? 

A. No. 

Q. Explain how it operates when the brake 
valve handle is in running position. 

A. The spring 39 (Fig. 20) supports piston 
45 which in turn holds supply valve 34 from its 



73 



To Pump Governor a Caucc 

55 -RED HANO- 

Main Reservoir Pressure 




*4 

U 
PI 

> 

M 
> 



Caucc 
-BLACK hand- 
Train Pipe Pressure 



en 

I 



i 



76 



OLD-STYLE FEED VALVE, 




Fisr. 20. 



77 

seat. So long as the air pressure above piston 
45 is less than the tension of spring 39, valve 34 
will be held from its seat and main reservoir 
pressure coming in through port f^ feeds into 
port i as indicated by the arrow and on into 
the train line. When the pressure above the 
piston overcomes the tension of spring 39 the 
piston is forced down, permitting supply valve 
34 to seat, thereby cutting of¥ main reservoir 
pressure. When the train line pressure has 
been reduced, by leakage or otherwise, below 
seventy pounds the tension of spring 39 will 
again raise piston 45 and at the same time un- 
seat supply valve 34 permitting main reservoir 
air to again flow into the train pipe. 

Q. Is the train pipe pressure always regulat- 
ed to seventy pounds? 

A. No; on mountainous roads a greater 
train line pressure is carried. 

Q. How can the feed valve be regulated to 
carry different pressures? 

A. By adjusting nut 41 which increases or 
diminishes the tension of spring 39. 

Q. Of what use is the packing ring 38 and 
the rubber gasket 43? 

A. They prevent train line pressure leak- 
ing by piston 45 and escaping to the atmos- 
phere. 

Q. Full main reservoir pressure sometimes 
gets into the train pipe. How does it get 
through the feed valve? 



78 

A. There may be dirt or scale on the seat of 
supply valve 34 or spring 39 may be screwed up 
too tight, or there may be a leak between the 
holes of the gasket used between the feed valve 
and the engineer's valve. 

Q. How should valve 34 be cleaned? 

A. With oil. The seat should not be scraped 
to remove any gum as the seat is lead and a 
scratch would ruin it. 

Q. How can this valve be removed when the 
engine is coupled to a train? 

A. By turning the cut out cock in the train 
pipe beneath the engineer's valve, then place 
the brake valve handle in service position; to 
remove the train line pressure between the 
brake valve and the cut out cock remove cap 
nut 36 and the valve 34. 

Q. What precaution should be taken before 
replacing valve 34? 

A. The brake valve handle should be moved 
to running position in order to blow out any 
loose dirt or scale. 

O. Providing piston 45 stuck, how could 
you remove it? 

A. First remove valve 34 as previously ex- 
plained, then replace the cap nut 36; then re- 
move the lower body 40; hold stem 37 with one 
hand and with the other hand move the brake 
valve handle to running position. The main 
reservoir pressure coming in will blow out the 
piston, then lap the valve. Do not drive the 



79 

piston out with a punch unless the punch is at 
least as large as the stem. 

Q. How should the piston be replaced? 

A. Very carefully, or you may break some- 
thing. Enter the packing ring of the piston 
into the brass bushing, prCvSS it upwards, but 
do not pound it. 

Q. Can the feed valve be entirely removed 
without losing main reservoir pressure? 

A. Yes; by placing the engineer's brake 
valve handle on lap, which blanks all ports. 

SLIDE-VALVE FEED VALVK 

Figs. 21 and 22 illustrate the device known 
as the Slide- Valve Feed Valve, which may be 
used with either the "D-5," "F-6" or "G-6" 
Brake Valve, to maintain a predetermined train 
pipe pressure while the brake-valve handle is in 
Running Position. 

Fig. 21 is a central section through the sup- 
ply-valve case and governing device, and Fig. 22 
is a central section through the regulating valve 
and spring box and a transverse section through 
the supply-valve case. 

Ports / and i register with ports in the Brake 
Valve, designated by similar letters on Fig. 10, 
and, in Running Position, main-reservoir pres- 
sure constantly has free access, through pas- 
sages / and /, to chamber F. Chamber E, which 
is separated from chamber F by supply-valve 
piston 54, is connected with passage i, and thus 



8o 



SLIDE VALVE FEED VALVE. 

5S o4 




Fig. 21. 



8i 



SLroE VALVE FEED VALVE. 




Fig. 22. 



82 

with the train pipe, through passage c, c, port a 
(controlled by regulating valve 59) and cham- 
ber G, under diaphragm 57. Regulating valve 
59 is nomally held open by diaphragm 57 and 
regulating spring 67, the tension of which is 
adjusted by regulating nut 65. When so open, 
chamber E is in communication with the train 
pipe and is subject to train pipe pressure. 

When the handle of the Engineer's Brake 
Valve is placed in Running Position, air pres- 
sure from the main reservoir in chamber F 
forces supply-valve piston 54 forward, com- 
pressing its spring 58, carrying supply valve 55 
with it and uncovering port h^ and thereby 
gains entrance directly into the train pipe 
through passages /, /. The resulting increase of 
pressure in the train pipe (and so in chamber 
G under diaphragm 57) continues until it be- 
comes sufficient to overcome the tension of reg- 
ulating spring 67, previously adjusted to yield 
at 70 pounds. Diaphragm 57 then yields and 
allows regulating valve 59 to be seated by 
spring 60, closing port a and cutting off all 
communication between chamber E and the 
train pipe. The pressures in chambers F and 
E then become equalized, through leakage past 
supply-valve piston 54, and supply-valve-piston 
spring 58, previously compressed by the rela- 
tively high pressure in chamber F, now reacts 
and forces supply valve 55 to its normal posi- 
tion, closing port h and cutting off communi- 



83 

cation between the main reservoir and the train 
pipe. A subsequent reduction of train pipe 
pressure reduces the pressure in chamber G 
and permits regulating spring 67 to force reg- 
ulating valve 59 from its seat thereby causing 
the accumulated pressure in chamber E to dis- 
charge into the train pipe. The equilibrium of 
pressure upon the opposite faces of supply- 
valve piston 54 being thus destroyed the higher 
main-reservoir pressure in chamber F again 
forces it with supply valve 55, forward and re- 
charges the train pipe through port b, as be- 
fore. 

PUMP GOVERNORS. 

Q. What are the duties of the pump gover- 
nor? 

A. To automatically shut off the steam from 
the air pump when the desired air-pressure has 
been accumulated in the main reservoir or train 
line pipe, stopping it and again admitting 
steam to the pump to start it when the air 
pressure falls a trifle below the amount which 
should be carried. 

Q. How does the pump governor shut off 
the steam from the air pump? 

A. By means of a steam valve operated by 
the governor piston, which is located in the 
steam passage leading to the pump. 

Q. When the proper amount of pressure has 
been obtained, how does the governor operate 
to stop the pump? 



84 



NEW YORK PUMP GOVERNOR. 




Fig. 23. 



85 



PUMP GOVERNOR. 



1 Steam valve body. 

2 Air^ valve chamber. 

3 Spring casing. 

4 Piston. 

5 Steam valve. 

6 Steam valve guide. 

7 Cap. 

8 Adjusting screw. 

9 Jam nut. 

10 Regulating spring. 

11 Upper spring washer. 

12 Diaphragm button. 

13 Diaphragm. 



14 Air valve seat. 

16 Air union stud. 

17 Air union nut. 

18 Air union swivel. 

19 Steam union nut. 

20 Steam union swivel. 

21 Screw. 

22 Drain plug. 

2Z Steam union gasket. 

24 Piston ring. 

25 Steam union swivel. 

26 Key. 



86 



WESTINGHOUSE ONE-INCH PUMP 
GOVERNOR. 



^PtPBTAP 



34r 

To BOILER 
MPETAP 




TO PUMP 



Fig. 24. 



87 



ONE-INCH PUMP GOVERNOR. 



25 


Steam valve body. 


36 


Waste pipe union nut. 


26 


Steam valve. 


37 


Diaphragm body. 


27 


Cylinder cap. 


38 


Spring box. 


28 


Governor piston. 


39 


Check nut. 


29 


Piston packing ring. 


40 


Regulating nut. 


30 


Governor piston nut. 


41 


Regulating spring. 


31 


Governor piston spring. 


42 


Diaphragm. 


32 


Steam valve cylinder. 


43 


Diaphragm ring. 


33 


One inch union nut. 


44 


Union nut. 


34 


One inch union swivel. 


45 


Union swivel. 


35 


Waste pipe stud. 







88 

A. Air pressure is admitted to the chamber 
above the governor piston forcing the latter, 
together with the steam valve, downward un- 
til the steam valve closes the steam port lead- 
ing to the air pump. 

Q. How is the amount of air pressure, car- 
ried in the air brake system, regulated? 

A. By the regulating screw in the top of the 
governor by means of which the tension of the 
spring above the diaphragm and air valve is 
increased or decreased. 

Q. How does this regulating spring regu- 
late the amount of air pressure carried? 

A. Air pressure must be admitted to the 
chamber above the governor piston in order that 
the latter may operate upon the steam valve 
and close it. Before any air can enter the gov- 
ernor air-chamber the diaphragm and air valve 
must be forced upward, and this can be done 
only when the air pressure in the valve cham- 
ber of the governor is sufficient to overcome 
the resistance of the regulating spring bearing 
downward against the diaphragm. 

Q. When the air pressure falls below that 
at which the governor is set, how does the lat- 
ter permit the pump to start again? 

A. As soon as the air pressure falls a little 
below that at which the regulating spring in 
the governor is adjusted, the diaphragm and air 
valves are forced to their normal position clos- 
ing the air passage between the diaphragm 



89 

chamber and the air chamber above the gover- 
nor piston; after the supply of air is cut off by 
the air valve from the governor piston the air 
that remains in this chamber is allowed to es- 
cape to the atmosphere through a small vent 
in the governor body thus relieving the pres- 
sure on top of the governor piston, and the 
steam pressure bearing upward against the 
valve raises the latter, and opens the steam pas- 
sage to the pump. 

Q. To which air pressure should the pump 
governor be connected? 

A. With the New York engineer's brake 
valve and Westinghouse D 8 valve it should be 
connected to train pipe pressure. With Westing- 
house D 5, E 6, F 6 and G 6 brake valves to 
main reservoir pressure. Mr. Dickson answers 
the above question as follows: ''With the New 
York engineer's brake valve to the chamber 
which receives pressure from the main reservou' 
through the excess pressure valve except in 
full release when it is then in direct connection 
with the main reservoir." 

Q. When connected to the train pipe pres- 
sure or to New York valve how should it be 
adjusted? 

A. When connected to the train pipe pres- 
sure it should be adjusted to stop the pump 
when the correct pressure has been obtained 
in the train pipe, generally at seventy pounds. 



90 

Mr. Dickson adds: ''The same when coimect- 
ed to the New York valve." 

Q. When connected to the main reservoir 
pressure how should it be adjusted? 

A. It should then be adjusted to stop the 
pump when full maiu reservotir pressure has 
been obtained which is generally twenty pounds 
greater than the train pipe pressure. 

Q. What regulates the train pipe pressure 
with the D 5 and G 6, or latest Westinghouse, 
brake valve? 

A. With the D 5 valve, the feed valve or train 
line governor; with the G6, the slide feed valve 
attachment. 

Q. Why should the governor be adjusted 
ordinarily to permit no more than seventy 
pounds pressure to accumulate in the train 
pipe? 

A. Because the foundation brake gear of all 
cars and engines is adjusted to develop the 
proper braking force from a pressure of seventy 
pounds in the train pipe and auxiliaries; if 
more than this were carried there would be a 
strong likelihood of sliding wheels, and if less 
the full braking force could not be obtained. 

Q. What would be the effect on the opera- 
tion of the New York governor if gum were to 
accumulate on the air valve seat? 

A. It would have a tendency to decrease the 
lift of the air valve, and less air could go 
through to the governor piston, and on this 



91 

account the governor would permit the pump 
to accumulate more pressure than it was in- 
tended to carry in the train pipe. 

Q. What is usually defective about pump 
governors when they stop the pump and then 
do not permit it to go to work until after the 
air pressure has considerably reduced? 

A. The air valves leak, and permit pressure 
to flov/ continuously into the governor piston 
chamber and prevent it from rising, or the vent is 
stopped up. 

Q. If a good working pump having a New 
York governor decreases in speed daily at a 
gradual rate where would you look for the 
trouble? 

A. This peculiar trouble could be caused by 
an accumulation of sediment around the stem 
of the steam valve. 

Q. What is generally the cause of pump 
governors failing to stop the pump when 
standard pressure has been accumulated in the 
main reservoir and the train pipe? 

A. Most likely the waste port in the gov- 
ernor body, intended to relieve all pressure 
that might accumulate under the governor 
piston, is stopped up. This is not likely to 
happen except in cold weather. Mr. Gesner 
adds : 'Tf a pipe is attached to the nipple.'' Or 
it may be that the air pipe connected to the gov- 
ernor is stopped up so that air cannot get to the 
governor. Very often small passage below the 



92 



WESTINGHOUSE DUPLEX PUMP 
GOVERNOR. 




34 -h 

TOB0ILER,^_ 

' TAP 



TO PUMP 



Fig. 25. 



93 



DUPLEX PUMP GOVERNOR. 



25 Steam valve body. 36 

26 Steam valve. ^i^y 

27 Cylinder cap. 38 

28 Governor piston. 39 

29 Piston packing ring. 40 

30 Governor piston nut. 41 

31 Governor piston spring. 42 
Z2 Stearn valve cylinder. 43 
ZZ One inch union nut. 44 

34 One inch union swivel. 45 

35 Waste pipe stud. 46 



Waste pipe union nut. 
Diaphragm body. 
Spring box. 
Cap nut. 
Regulating nut. 
Regulating spring. 
Diaphragm. 
Diaphragm ring. 
Union nut. 
Union swivel. 
Siamese fitting. 



94 



NEW YORK DUPLEX GOVERNOR. 




Fig. 26. 



95 



DUPLEX PUMP GOVERNOR. 



7 
8 
9 

lO 

II 

12 

13 
14 



Steam valve body. 

Spring casing. 

Piston. 

Steam valve. 

Steam valve guide. 

Cap. 

Adjusting screw. 

Jam nut. 

Regulating spring. 

Upper spring washer. 

Diaphragm button. 

Diaphragm. 

Air valve seat. 



17 Air union nut. 

18 Air union swivel. 

19 Steam union nut. 

20 Steam union swivel. 

21 Screw. 

22 Drain plug. 

23 Steam union gasket. 

24 Piston ring. 

25 Steam union swivel. 

26 Key. 

27 Diaphragm body. 

28 Siamese fitting. 

29 Cylinder cap. 



96 V 

air valve gums up and air cannot get to the pis- 
ton. 

Q. What causes gum to accumulate around 
the air valve seats of pump governors? 

A. Whenever there is leakage past these 
seats there is considerable expansion of the air, 
v^hich causes it to cool rapidly, and this rapid 
cooling of the air causes the moisture and oil 
vapor that it contains to precipitate and lodge 
on the air valve seat and in the air passage to 
the governor piston. 

Q. What is the duplex pump governor? 

A. It is the form of governor used with 
high pressure-control and with high-speed 
brakes, and is now the standard form of gov- 
ernor used with the New York engineer's brake 
valve, whether for the ordinary standard pres- 
sure brake, or high pressure control. 

0. Why is it called the duplex governor? 

A. Because it has two pressure tops that 
are connected to a single governor piston body 
by what is usually termed a siamese coupling or 
fitting. 

Q. How are these pressure tops adjusted? 

A. In the same manner as the single top 
governor; that is, by simply increasing or de- 
creasing the tension of the regulating springs 
by screwing down or screwing up the adjusting 
screw. 

Q. What pressures do the duplex pump 
governor control? 



97 

A. When only standard pressure is used to 
operate the brakes, one governor top is piped 
to the train pipe pressure and controls it; the 
other governor top is piped to the main reser- 
voir pressure and controls it. 

Q. When the duplex governor is used in 
this way at what pressures are the tops ad- 
justed to act? 

A. The top piped to the train pipe pressure 
is adjusted to seventy pounds and the top piped 
to the main reservoir pressure is adjusted to 
one hundred or one hundred and ten pounds, 
depending something on the size of the main 
reservoir. 

Q. Is the excess pressure valve operative in 
the brake valve that is supplied with the duplex 
governor? 

A. Yes, when the brake is appHed the pump 
is allowed to pump up pressure in the main 
reservoir until the main reservoir governor top 
acts to shut off steam from the pump and stop 
it, when the brake is released the excess pres- 
sure valve operates in the usual way, when the 
handle of the brake valve is in the running 
position, then the train pipe governor top acts 
when seventy pounds pressure has been ob- 
tained in the train pipe, and stops the pump. 

Q. How are the governor tops adjusted for 
the high pressure control system? 

A. Usually, with the Westinghouse equip- 



98 

ment, one governor top is adjusted to stop the 
pump when one hundred and ten pounds pres- 
sure has been obtained in the main reservoir 
and one top is adjusted to stop it when ninety 
pounds pressure has accumulated in the main 
reservoir. With the New York equipment one 
governor top is adjusted to operate when ninety 
pounds pressure have been obtained in the train 
pipe, and one is adjusted to operate when sev- 
enty pounds are obtained in the train pipe. 

Q. Then both governor tops of the duplex 
governor are piped to the same pressure, when 
used with the high pressure control system? 

A. Yes; and the high pressure or standard 
pressure may be had at will by simply closing 
or opening a stop cock in the pipe leading to 
the standard pressure governor top. 

Q. Are duplex governors likely to render 
better service when used with the standard pres- 
sure than the single top governor? 

A. Yes; on account of the ability to obtain 
any pressure desired in the main reservoir while 
the brakes are applied, while only the ordinary 
ninety pounds pressure is carried, when the 
brakes are released and the handle of the brake 
valve is in the running position. Mr. Dickson 
says: ''No matter what position the handle of 
the brake valve is in." 



99 



WESTINGHOUSE QUICK ACTION PASSEN- 
GER TRIPLE VALVE. 




LbiQ. 



lOO 



WESTINGHOUSE QUICK ACTION PASSEN- 
GER TRIPLE VALVE. 



BRAKE 




A 

TO THAJN PIPE 



Service Application, 
Fig. 28. 



lOI 



WESTINGHOUSE QUICK ACTION PASSEN- 
GER TRIPLE VALVE. 



ro Aijpa 
rcsr! 




Lap Position. 
Fig. 29. 



I02 



WESTINGHOUSE QUICK ACTION PASSEN- 
GER TRIPLE VALVE. 



TO AUX 

RfSR 




'Emergency Application. 
Fig. 30. 



I03 



QUICK ACTION PASSENGER TRIPLE VAIVE. 

Union nut. 
Union swivel. 
Cylinder cap. 
Graduating stem nut. 
Graduating stem. 
Graduating spring. 
Cylinder cap gasket. 
Bolt and nut. 
Half inch cap screw. 
Half inch plug. 
Union gasket. 
Emergency valve nut. 
Cotter pin. 

Emergency valve piston 
packing ring. 



2 


Triple valve body. 


17 


3 


Slide valve. 


i8 


4 


Piston. 


19 


5 


Packing ring. 


20 


6 


Slid^ valve spring. 


21 


7 


Graduating valve. 


22 


8 


Emergency valve piston. 


23 


9 


Emergency valve seat. 


24 


10 


Emergency valve. 


-5 


II 


Rubber seat. 


2t) 


12 


Check valve spring. 


27 


13 


Check valve case. 


28 


14 


Check valve case gasket. 


29 


15 


Check valve. 


30 


i6 


Strainer. 





I04 



TRIPLE VALVES. 

Q. To what is the train pipe connected under 
each car? 

A. To the triple valve. 

Q. What else besides the train pipe is con- 
nected to the triple valve? 

A. The auxiliary reservoir and the brake 
cylinder. 

. Q. How many forms of triple valves are 
there in use? 

A. Two; the plain and the quick action. 

Q. Which is the simpler form of the triple 
valve? 

A. The plain triple. 

Q. What are the working- parts of the plain 
triple valve? 

A. A piston valve, a slide or exhaust valve 
and a graduating valve. 

Q. What are the duties of the triple-piston? 

A. To cover and to uncover the feed groove 
of the triple cylinder, which affords the means 
of charging the auxiliary reservoir with air 
from the train pipe, and to move the slide and 
the graduating valves. 

Q. How does the air from the train pipe get 
into the auxiliary reservoir? 

A. It passes through the charging groove, 
cut on the upper extreme forward portion of 
the triple cylinder, w^hen the triple piston valve 
is in the release position. 



I05 

Q. What are the duties of the sHde or ex- 
haust valve? 

A. To open and close the service port lead- 
ing from the auxiliary reservoir to the brake 
cylinder. 

Q. How is the triple-piston operated? i 

A. It is operated by means of the difference 
between the train-pipe and auxiliary reservoir 
pressure, acting upon the other side, and it al- 
ways moves in the direction of, or toward, the 
weaker pressure. 

Q. When the train pipe and the auxiliary 
reservoir are charged up to normal pressure, 
how do the pressures compare on either side 
of the triple piston valve? 

A. They are equal. 

Q. In which direction must the triple piston 
valve move in order to apply the brakes? 

A. It must move in the direction toward the 
train pipe pressure. 

Q. How is it made to move in this direc- 
tion? 

A. By reducing the train pipe pressure be- 
low the pressure in the auxiliary reservoir. As 
soon as the train pipe pressure falls below the 
auxiliary reservoir pressure, the latter being 
stronger will force the triple piston in the direc- 
tion of the reduced train pipe pressure, and in 
moving in this direction the triple-piston valve 
first closes the feed-groove in the triple cylinder 
cutting off communication between the train 



io6 

pipe and the auxiliary, and then moves the ex- 
haust sHde valve to the position which closes 
the exhaust port leading from the brake cylinder 
to the atmosphere, and the graduating valve to 
the position which opens the service port, allow- 
ing the auxiliary reservoir pressure to expand 
into the brake cylinder and so, by means of the 
piston in the latter and the foundation brake 
gear, apply the brake. 

O. If the train-pipe pressure should be re- 
duced five pounds below auxiliary reservoir 
pressure, how much w^ould the latter pressure 
reduce by expansion into the brake cylinder ? 

A. About the same amount — five pounds. 

Q. Why would not the auxiliary reservoir 
pressure continue to reduce? 

A. Because as soon as the auxiliary pressure 
falls a trifle below the train pipe pressure, the 
latter then being a trifle stronger will force the 
triple-piston valve in the other direction, that 
is, toward the auxiliary reservoir pressure, un- 
til the graduating valve closes the service port, 
thus lapping the valve and leaving the pressures 
bearing against the triple piston valve about 
equal. 

Q. When the triple piston moves toward the 
release position far enough to move the gradu- 
ating valve to lap position, does it also move the 
exhaust slide valve? 

A. No; after the first movement to applica- 
tion position, the exhaust slide valve does not 



I07 

move again until the triple valve goes to release 
position. 

O. If more pressure is required in the brake 
cylinder than was obtained from the first train 
pipe reduction of four pounds what must be 
done? 

A. The train pipe pressure must be further 
reduced. 

Q. When a second reduction is made what 
parts of the triple valve operate? 

A. The triple piston valve and the graduat- 
ing valve; they move to the application return- 
ing to lap position again as soon as the aux- 
iliary pressure has reduced an amount practi- 
cally equal to the reduction made in the train 
pipe pressure. 

Q. When the brake is applied with full force 
how does the pressure in the brake cylinder 
and that in the auxiliary reservoir compare? 

A. They are equal. 

Q. How much must the train-pipe pressure 
be reduced to apply the brake with full force? 

A. About twenty-three pounds. Mr. Ges- 
ner says: 'With standard piston travel." Mr. 
Roach says: ''According to piston travel.'' 

Q. Why will not a greater reduction than 
this apply the brake with increased force? 

A. Because the size of the auxiUary reser- 
voir and the size of the brake cylinder are so 
proportioned to each other that when a wide 
open communication exists between them, the 



io8 

auxiliary reservoir pressure can only reduce 
about twenty pounds by expanding into the 
brake cylinder; that is, the pressure in each will 
equalize at about fifty pounds from an initial 
pressure of seventy pounds and a piston travel 
of eight inches. Mr. Roach adds: ''depending 
on the travel of the piston." 

Q. How is the brake released? 

A. By making the train pipe pressure 
greater than the auxiliary reservoir pressure. 
This is done either by moving the handle of 
the brake valve to the full release position, and 
admitting main reservoir pressure to the train 
pipe, or by opening the release valve on the 
auxiliary reservoir, and allowing the pressure in 
the latter to escape to the atmosphere. 

Q. How is it that increasing the train pipe 
pressure over the auxiliary pressure will cause 
the brake to release? 

A. When the train pipe pressure is greater 
than the auxiliary reservoir pressure the triple 
piston will be forced over to the release posi- 
tion carrying with it the slide and the graduat- 
ing valves. In the release position, the slide 
valve uncovers the exhaust port, and permits 
the bl*ake-cylinder pressure to escape to the 
atmosphere, thus releasing the brakes. 

Q. How is the auxiUary reservoir pressure 
re-charged? 

A. When the triple-piston valve is in the 
release position, the charging groove is uncov- 



I09 

ered, and air from the train pipe can pass into 
the auxiUary reservoir until the pressure in the 
latter is equal to that in the train pipe. 

Q. Is it possible to operate the plain and the 
quick-action triple valves together in the same 
train and have them work satisfactorily? 

A. Yes. 

Q. How must the brakes be applied to have 
them do this? 

A. They must be applied gradually. 

Mr. Davis says : This w^ould hardly do on ele- 
vated roads where stops are frequent as it would 
consume too much time. 

Q. Will these two types of triples do the 
same work in gradual applications? 

A. Yes; for the same parts in each operate 
in an ordinary application of the brake. 

Q. What are these parts? 

A. They are the triple piston valve, the 
slide or exhaust valve, and the graduating 
valve. It is the combination of these three 
valves that constitute the triple valve. 

Q. In what way is the quick-action triple 
valve different from the plain triple? 

A. In that it has an additional, or supple- 
mentary set of valves which are used for the 
purpose of venting the train pipe air and ad- 
mitting air quickly to the brake cylinder in 
emergency applications. 

Q. Why is it desirable to have the triple 



no 

valve vent the train-pipe air locally in emer- 
gency applications? 

A. In order to hasten the operation of all 
the triple valves throughout the whole train, 
and make a quicker application of all the 
brakes. 

Q. How are the quick-action valves put in 
operation? 

A. By a quick reduction in train pipe pres- 
sure. 

O. Does it require a heavy reduction in 
train-pipe pressure to cause the quick-action 
parts of the triple to go into action? 

A. No; not exactly; the essential thing to 
cause quick-action is a quick reduction in train- 
pipe pressure. 

Q. Aside from the fact that quick-action 
triple valves apply the brakes quicker in emer- 
gencies, what other reason is there for their 
use? 

A. In making emergency applications quick- 
action of the triple cause the brakes on the 
rear cars to apply so soon after the head brakes 
apply that they prevent the rear of the train 
from running up hard against the front, on 
which the brakes apply first, and so prevent 
serious shock to the rear end. ]\Ir. Gesner adds: 
"And with the Westinghouse apparatus the 
brakes are applied with greater force." 

Q. If several triples in succession were lo- 
cated close to the front end of the train, and 



Ill 



NEW YORK QUICK ACTION TRIPLE 
VALVE. 




Train 
Pipe 



Belease Position. 
Fig. 31- 



112 



NEW YORK QUICK ACTION TRIPLE 
VALVE. 




Train 
Pipe 



Lap Position. 
Fig. 32. 



113 

NEW YORK QUICK ACTION TRIPLE 
VALVE. 




Trainij 
Pipe 



Service Position. 
Fig. 33. 



114 

NEW YORK QUICK ACTION TRIPLE 
VALVE. 




'Emergency Position. 
Fig. 34- 



IIS 



QUICK ACTION TRIPLE VALVE. 



3 


Main piston ring. 


126 


Front cap. 


9 


Slide valve spring. 


127 


Side cap. 


20 


Rubber valve seat. 


128 


Main piston. 


28 


Strainer. 


129 


Vent valve piston. 


29 


Union nut. 


130 


Vent valve seat. 


30 


Union swivel. 


132 


Vent valve spring. 


31 


Union gasket. 


133 


Main cylinder gasket. 


32 


Drain plug. 


134 


Front cap gasket. 


38 


Slide valve. 


135 


Front cap bolt. 


45 


Vent valve piston ring. 


136 


Side cap bolt. 


48 


Graduating valve. 


137 


Quick-action valve piston. 


49 


Graduating valve spring. 


138, 


139, 20 Quick-action 


53 


Exhaust hole plug. 




valve. 


71, 


131, 20 Vent valve. 


140 


Quick-action valve spring. 


117 


Check valve. 


141 


Quick-action valve cap. 


118 


Check valve spring. 


142 


Piston stop. 


119 


Check valve cap. 


143 


Piston stop screw. 


125 


Triple valve body. 







ii6 

were cut out, could the quick-action mech- 
anism of those triples behind them be made to 
operate in an emergency application? 

A. It is doubtful; on account of each suc- 
ceeding triple depending upon the one in front 
of it for the quick-reduction in train-pipe pres- 
sure to throw its quick-action into operation, 
it is likely that the reduction, by the time it 
reached the first active triple valve behind the 
four inactive, or cut out triples, would be so 
weakened as to fail to start the quick action in 
this triple, and so quick-action would fail on 
all cars behind those with the cut out triples. 

Q. What other causes besides a number of 
triple valves in succession cut out can cause 
failure of quick-action to result in emergency 
applications? 

A. Very crooked piping, especially if it con- 
tains numerous short elbows, or several plain 
triple valves placed in succession near the front 
of the train would cause quick action to fail. 
Mr. Gesner adds: "If the brakes were applied 
from the head end of the train." 

Q. Should a partial service application of 
the brakes be made and then the handle of the 
brake valve were placed in the emergency posi- 
tion could quick-action be obtained? 

A. It is very doubtful. After the service 
application has begun the New York triples do 
not usually go into quick-action, and the West- 
inghouse triples go into quick-action or not, 



117 

depending on the amount of pressure already in 
the brake cyHnder, and the length of the train 
pipe. 

Q. It has been claimed, that to recharge the 
auxiliary reservoir it is necessary for the triple 
valve to be in the release position. Is there any 
way that the auxiliary can be recharged and not 
release the brake? 

Q, Yes; with the assistance of the pres- 
sure-retaining valve, an auxiliary may be re- 
charged without entirely releasing the brakes. 
Mr. Roach adds: "but the triple must be in 
release position, unless the piston packing ring 
leaks very badly." 

Q. What is the principal difference between 
the Westinghouse and the New York plain 
triple valves? 

A. The Westinghouse plain triple has a 
graduating valve of the poppet type, while the 
New York plain triple has a graduating valve 
of the slide valve type. The Westinghouse 
triple has a longer stroke in the emergency 
application than in the service, and has a gradu- 
ating spring to assist the piston in making the 
proper stroke in the service application. The 
New York triple has the same stroke in the 
emergency application as in the service, and 
does not require a graduating spring. 

Q. What additional parts are necessary in 
the Westinghouse type to produce quick- 
action? 



ii8 

A. A non-return brake cylinder check valve; 
an emergency valve, an emergency piston, and a 
suitable casing to contain them. 

Q. What additional parts are necessary in 
the New York triples to produce quick-action? 

A. A vent piston, a vent valve, an emergency 
valve, an emergency piston and a brake cylin- 
der check valve. 

Q. How does a sudden rcductio-n in train- 
pipe pressure cause the New York triple to 
operate in quick-action? 

A. Between the triple piston and the vent 
valve piston there is a chamber formed which 
is filled with air at the same pressure as that 
in the train pipe. The air in this chamber can 
escape only through the small port F in the 
vent-piston, and in the service appHcation the 
pressure in this chamber can reduce along with 
the train pipe pressure at about the same rate, 
so that no part of the quick-action portion of 
the triple is put in operation. When a sudden 
reduction is made in train pipe-pressure, the 
pressure in the chamber between the triple 
piston and the vent-valve piston can not reduce 
through the small port so rapidly as train pipe 
pressure reduces, and so the triple piston cush- 
ions on the air in the vent piston chamber with 
the result that the vent piston is forced out in 
the same direction as the triple piston. When 
the vent piston is forced forward in the manner 
described above its stem strikes against the 



119 

vent-valve lever arm, forcing the vent valve 
from its seat, and thus allows train pipe air to 
escape to the atmosphere. 

Q. What effect does the venting of train 
pipe air in this way have on the other quick- 
action triples that are next to the venting triple 
in the train? 

A. It produces a quick reduction in train 
pipe pressure near those triples that causes 
them to operate in quick-action. Each quick- 
action triple in the train is dependent upon 
those in front of it for the sudden reduction 
in train-pipe pressure to throw its quick-action 
valves into operation. 

Q. After the vent-valve has been thrown 
open by the action of the vent-valve piston, 
what duty does the escaping air have to per- 
form while on its way to the atmosphere? 

A. It must strike against the emergency 
piston, and force it over until its stem bears 
against the emergency valve and forces the lat- 
ter from its seat. 

Q. When the emergency valve is forced 
away from its seat what occurs? 

A. The auxiliary pressure, which is always 
behind the emergency valve, is admitted 
through a large passage in the triple body to 
the brake cylmder, and equalizes with the brake 
cylinder pressure almost constantly. 

Q. What is required to throw the quick- 



I20 

action valves in the Westinghouse triple into 
operation? 

A. A quick reduction in train pipe pressure. 

Q. How does a quick reduction in train pipe 
pressure accomplish this? 

A. A quick reduction in train pipe pressure 
causes the triple piston to move its full stroke, 
bringing the slide valve into a position where 
it uncovers the emergency port in its seat. 
When the emergency port is uncovered the 
auxiliary reservoir pressure rushes through it 
mto the top of the emergency piston, forcing 
the latter down, which in turn, by means of its 
stem, forces the emergency valve away from 
its seat, after which the train pipe pressure 
raises the non-return check valve and vents 
directly into the brake cyHnder. 

O. Then in emergency applications there is 
some gain in pressure in the brake cylinder, 
when a Westinghouse triple operates in quick- 
action? 

A. Yes. 

Q. About how much pressure is gained 
from the air that is vented from the train pipe 
into the brake cylinder? 

A. The amount of gain in pressure depends 
on the size of the brake cyhnder and the travel 
of the brake cylinder piston. The larger the 
brake cylinder and the longer the piston travel 
the less the gain. 

Q. Then the larger the brake cylinder, the 



121 

less gained in pressure in emergencies from the 
train pipe air? 

A. Yes; the volume of the train pipe being 
always about the same, it follows that the pres- 
sure obtained in the brake cylinder must be less 
as the brake cylinder gets larger. Mr. Gesner 
says : ''but it can be largely increased by short- 
ening the piston travel." Mr. Roach says that 
a good answer would be: ''About twenty per 
cent in emergency.'' 

DEFECTS OF THE WESTINGHOUSE TRIPLE. 

Q. Should the graduating valve leak how 
could it be determined? 

A. When the triple valve is on lap position, 
after a partial service application has been 
made, it is likely to manifest its leaky condition 
by releasing the brakes. Mr. Dickson adds: 
"The slide valve is leaking also." 

Q. Will a leaky graduating valve in either 
the Westinghouse or the New York triple al- 
ways cause the brakes to release after a partial 
service application has been made? 

A. Not always; if the triple piston packing 
rings leak at the same time it is likely that the 
brake will remain applied. 

Q. If the slide valve leaks, how can it be 
known? 

A. If the slide or exhaust valve leaks it will 
be known by a blow at the exhaust port in the 



122 



body of the triple, both when the brake is ap- 
pHed and when it is released. 

Q. What effect does a leaky slide valve have 
on the brake? 

A. It will allow the brake to let off gradu- 
ally and the triple valve to move to the release 
position, after which if the brakes be applied 
partially in service it will cause the other brakes 
in the train to apply with increased force. 

Q. What is the effect of a leaky triple piston 
packing ring? 

A. A leaky triple piston packing ring is 
likely to cause the brake to fail to release, 
especially if the engineer fails to make the re- 
lease with the handle of the brake valve in the 
full release position, and the train consists of 
many cars. ]\lr. Gesner says: ''And the defec- 
tive ring should be near the rear end." 

Q. What is the effect of a triple piston ring 
that is too tight? 

A. It makes the triple valve slow to respond 
to Hght reductions in train pipe pressure, and 
sometimes to go to emergency position after a 
sufficient reduction has been made to move it, 
and immediately of its own accord, return to 
release position. 

Q. What effect does a dirty charging groove 
have on charging the auxiliary reservoir? 

A. It retards the recharging of the auxiliary, 
and sometimes prevents the brake from apply- 



123 

ing along with the others when the test appHca- 
tion is made. 

Q. Will dirty strainers in the union of the 
triple body and the train pipe cause this same 
trouble? 

A. They will, and in addition will cause the 

application of the brakes to be very sluggish 

and sometimes prevents its application entirely. 

Q. What is the effect of a dirty, gummy 

triple valve? 

A. It will often work in quick-action when it 
is intended to have it operate in service. 

Q. Suppose the rubber seated emergency 
valve is leaking, how can it be known ? 

A. If the rubber seat of the emergency 
valve is leaking it will cause a blow at the 
exhaust port or through the retaining' valve 
while the triple is in the release position, that 
will cease the moment the brake is applied. 

Q. Would not a leak in the check valve case 
gasket between the train pipe chamber and 
emergency valve chamber produce the same 
kind of blow^? 

A. Yes; it would have the same efifect. Mr. 
Roach says : "The check valve would not, as 
the rubber seated valve would be on its seat, 
but it would release the brake after emergency 
application." 

Q. What are the serious efifects of leaky 
emergency valves and check valve case gaskets? 



124 

A. They allow train pipe pressure to flow 
into the brake cylinder and raise the pressure 
so high in the latter, in all light service applica- 
tions, as to cause the wheels to shde in many 
instances. 

Q. What other bad effects do these leaks 
have? 

A. They have a tendency to cause the brakes- 
to fail to release, especially on light service 
applications. 

Q. What effect do leaky non-return brake 
cylinder check valves have on the operation of 
the brakes? 

A. When the piston travel is irregular on the 
different cars in the train; varying between the 
extreme long and the extreme short travel, 
there is a likelihood of back leakage from the 
brake cylinder of the short piston raising the 
pressure in the train pipe sufficiently to release 
the brakes having long piston travel. In 
emergency applications leaky non-return check 
valves will allow the brakes to weaken and to 
leak off. 

* Q. What effect does a weak or broken 
graduating spring have on the operation of the 
triple? 

A. It will, on short trains, cause the triple to 
work in quick-action, when a service applica- 
tion is being made. 



125 



DEFECTS OF THE NEW YORK TRIPLE. 

Q. How can a leaky graduating valve in the 
triple valve be detected? 

A. If a graduating valve in the triple valve 
is leaking, there will be a constant blow at the 
exhaust port while the brake is released which 
will cease as soon as the brake is applied. 

O. How does a leaky slide valve manifest 
itself? 

A. By a constant blow at the exhaust port, 
both when the brake is applied and when it is 
released. 

Q. What effect does a leaky graduating 
valve have upon the operation of the triple? 

A. It is likely, if the brake is applied in a 
partial service application, to release it, although 
whether it will release the brake or not depends 
on the general condition of the triple, as a 
whole, and the amount of leakage in the train 
pipe. 

Q. What effect will a leaky exhaust have 
on the operation of the triple? 

A. It will cause the brake to leak off. 

O. If a blow v/as heard issuing from the 
two square vent ports in the triple valve body 
under the emergency cap, could you determine 
which valve in the triple was leaking? 

A. Yes. 

Q. How could you do this? 

A. First, I would know that all leaks of the 



126 

exhaust and the graduating valves as well as 
some of those of the gaskets between the auxil- 
iary and the triple body, or the brake cylinder 
head and triple body as the case might be, go 
into the passage leading to the brake cylinder, 
and make their escape to the atmosphere 
through the exhaust port to the triple valve 
body; second, that all leaks of the valves com- 
prising the quick-action feature are manifested 
at the vent ports at the side of the triple body 
under the emergency cap ; third, that if the 
brake were applied a leak from the brake 
cylinder past the brake cylinder check valve 
would also be manifested at the two square 
holes under the emergency cap. Therefore, I 
would know that if a blow was coming from 
the tw^o square holes under the emergency cap 
while the brake was released, it was the emer- 
gency valve which was leaking, while if a blow 
was beard from these same holes while the 
brake was applied, that ceased as soon as the 
brake was released, I would know that it was 
the brake cylinder check valve that was leak- 
ing. 

O. Suppose it is the vent valve that is leaking, 
how would you distinguish this leak from that 
of the emergency valve or the brake cylinder 
check valve? 

A. If the vent valve is leaking it can always 
be readily and quickly ascertained by placing 
the finger over the small port just back of the 



127 

two exhaust ports, at the side of the triple 
valve body. 

Q. What effect w^ill a leaky emergency valve 
have on the operation of the brakes? 

A. A leaky emergency valve will permit the 
auxiliary reservoir pressure to escape to the 
atmosphere, and this^ while the brake is re- 
leased, will have the same effect as any other 
leak in any other part of the air brake system; 
namely, it will be a waste of air, and it will 
make the pump work harder to supply the re- 
quired pressure; and while the brake is applied 
it. will produce the same effect as a leaky re- 
lease valve, namely, it is likely to release the 
brake on the particular car on which it is lo- 
cated, and to cause the brakes on all the other 
cars, if not already fully applied, to apply with 
full force. 

Q. What effect will a leaky brake cylinder 
check valve have on the operation of the brake? 

A. It will cause the brake to leak off slowly. 

Q. What effect does a leaky vent valve have 
on the operation of the triple? 

A. As the vent valve has train pipe pressure 
behind it, any leak past this valve, will, while the 
brakes are applied, cause a reduction in train- 
pipe pressure, and will, unless they are already 
fully applied, cause them to set with full force; 
while brakes are released, it will be a simple leak 
from the train pipe which will make it neces- 



128 

sary for the pump to work a little harder to 
keep up the standard pressure. 

Q. What is the object of having a large 
spring behind the vent valve? 

A. The vent spring is placed behind the vent 
valve to assist the train pipe pressure to force 
it to its seat, and also, by means of the lever 
arm of the vent valve, to move the vent valve 
piston back to its normal position, after quick- 
action has taken place. 

Q. Suppose the vent valve spring should 
break, what would be the probable effect? 

A. It is probable that after the emergency 
action of the triple had taken place, as in an 
emergency application, the vent valve would 
not close so promptly as it otherwise would if 
the vent valve spring were all right, and pos- 
sibly in a service application quick-action might 
result w^hen only a service application was de- 
sired. 

Q. What kind of facings are used on the 
emergency and the vent valves? 

A. They are made of rubber. 

Q. In case an emergency valve becomes de- 
fective, how can it be removed for cleaning and 
repairs? 

A. By unscrewing the upper cap nut at the 
side of the triple body. 

Q. What precaution should be taken before 
this cap nut is removed? 

A. The defective triple should be cut out 



129 

from the rest of the train by closing the cut-out 
cock hi the cross-over pipe and all the air 
should be "bled" from the auxiliary reservoir. 

Q. Should this same precaution be taken 
before attempting to remove any of the other 
parts of the triple valve for cleaning or for re- 
pairs? 

A. Yes; for all except the brake cylinder 
check valve. 

Q. If the brake cylinder check valve should 
require attention, how could it be removed? 

A. If the brake cylinder check valve leaks, 
it can do so only while the brake is applied; 
therefore, when the brake is released, there is 
no air pressure against it, and the lower cap nut 
can be unscrewed, without the necessity for 
cutting out the brake, and the check valve may 
be removed for inspection and for repairs. 

Q. If it is necessary to remove the vent 
valve for cleaning, or for any purpose, how can 
this be done? 

A. First, cut the brake out as directed above 
for the emergency valve and relieve the auxil- 
iary of all pressure; then unscrew the three cap 
nuts and remove the triple cap, in which will be 
found the vent valve and the vent-valve spring. 

Q. When removing the triple cap for the 
purpose of cleaning the triple valve or examin- 
ing the vent valve care should be taken to avoid 
what? 

A. Care should be taken in removing the 



I30 

triple cap not to bend or spring the vent valve 
piston stem and not to hammer the middle 
flange, called the vent valve seat, in separating 
it from the triple cap. 

Q. How should the quick-action triple valve 
be cleaned and oiled? 

A. The cross-over pipe should be discon- 
nected from the triple valve, and the conical 
strainer, which is placed in the union, should 
be thoroughly cleaned of all accumulation of 
dirt and foreign matter; then the triple cap 
being carefully removed, the triple piston, the 
exhaust valve and the graduating valve should 
be placed in a vat of kerosene or some other 
light oil that will cut away the dirt and gum. 
Care should be taken to work this in around the 
packing rings and to work the packing rings in 
their grooves in order that all gum and dirt 
may be thoroughly worked out, after which all 
parts should be wiped perfectly dry and a little 
vaseline rubbed on the wearing surfaces of the 
slide and graduating valves and around the 
triple piston and vent valve piston cyHnders. 

Q. Should the valves having rubber facings 
ever be oiled? 

A. No, never; all they need is cleaning, but 
never oil. 

Q. What is the objection to putting oil on 
valves which have rubber facings, or on any 
kind of rubber for that matter? 

A. Because oil, if put on any kind of rub- 



131 

ber, will rot it out, and, therefore, oil if placed 
on the emergency or the vent valve would have 
the same effect, namely, it would rot them and 
cause them to leak. 

O. Should the packing rings ever be re- 
moved from the triple piston or from the vent- 
valve piston for the purpose of cleaning? 

A. They should never be removed from 
their grooves for this purpose, as there is every 
likelihood of bending, distorting or breaking 
them in the operation of removing and replac- 
ing. Besides, it is not necessary for the pur- 
pose of cleaning, to remove the packing rings^ 
as all the cleaning they require can be accom- 
plished with the packing ring in its groove. 

Q. Should all parts of the triple valve be 
carefully inspected after cleaning and before 
replacing in the valve body? 

A. . They should, in order to be certain that 
all parts are in perfect condition. 

Q. What parts should receive particular at- 
tention during the replacing in the valve body? 

A. It should be observed that the exhaust 
valve is replaced properly on the piston stem 
and that it has not been turned wrong end to; 
that the packing rings work freely in their 
grooves and that the ends come closely to- 
gether making a good fit ; that the pistons work 
freely in their cyHnders and that none of the 
parts a^e sprung or twisted out of shape; and 
that all gaskets are in good condition. 



132 

(J. How should the feed-groove be cleaned? 

A. It should be cleaned out with a sharp 
pointed tool, preferably of wood, and care 
should be taken never to enlarge this groove or 
in any way alter its shape or size. 

Q. Is it necessary to disconnect any of the 
pipe unions in order to get to any particular 
valve of the triple for the purpose of making 
repairs to it? 

A. No; all valves in the triple valve body 
may be removed for inspection and for repairs 
without disturbing any part of the piping. 

Q. Can the strainer in the New York drain 
cup be removed for cleaning without discon- 
necting any of the piping? 

A. Yes. By simply unscrewing the remov- 
able spider, on w^hich the strainer is mounted, 
from the top of the drain cup, it may be reached 
without the necessity of disturbing any part of 
the piping. 

Q. Why is the strainer in the New York 
drain cup placed above the line of the main 
train pipe? 

A. So that all dirt, missiles and foreign mat- 
ter that may be rushing to and fro in the pipe 
along with the currents of air may pass the 
strainer without striking or injuring it, and to 
lessen the amount of dirt that will find its way 
to the triple valve. 

Q. Has the combined pipe strainer and car 
drain cup of the standard New York type 



133 

proved efficient in preventing dirt from reach- 
ing the triple valve? 

A. Yes; it has proved very efficient; and 
also proved superior to any other similar device 
used for the same purpose. 

THE COMBINED FREIGHT-CAR CYLINDER, 
RESERVOIR AND TRIPLE VALVE. 

The Combined Freight-Car Cylinder and 
Reservoir (Fig. 35) is the usual form of equip- 
ment applied to a freight car. Upon some cars 
the cyUnder and auxiliary reservoir are sepa- 
rated, but the triple valve, auxiliary reservoir, 
and brake cylinder are the same in both cases. 

Auxiliary reservoir 10 is simply a hollov^ shell 
for the purpose of storing air for use in the 
brake cylinder upon the same car. 

Pipe b provides communication between the 
triple valve and the brake cylinder. Upon pas- 
senger cars, this pipe does not pass through the 
auxiliary reservoir, but the operation of the 
brake is the same; it is simply a different 
arrangement of the same parts. 

2 is the brake cyHnder; 3 is the sleeve in 
which the push rod, connected with the system 
of brake levers, is inserted; 4 is the non-pres- 
sure cylinder head; 9 is a release spring which 
forces piston 3 to the release position when the 
air pressure is released from the pressure end 
of the cylinder; 7 is a packing leather which is 
pressed against the cylinder wall to prevent air 
from escaping past the piston; 8 is a round 



$ 



n 



o 



n 

!2! 
o 

I 

H 

w 

i 

P 



o 




in 

CO 

bi) 



135 



spring packing expander which serves to hold 
the flange of the packing leather against the 
walls of the cylinder; 6 is the follower plate, 
which, by means of studs and nuts 5, clamps 
the packing leather to the piston ; and a is a 
small groove (indicated by dotted lines) in the 
wall of the cylinder, called the leakage groove. 
If the exhaust port of the slide valve of the 
triple valve should, in any manner, become ob- 
structed when it is not desired to have the 
brakes applied, a slight flow of air into the 
cylinder from any cause will, instead of forcing 
the piston out, escape through leakage groove 
a to the atmosphere at the non-pressure end 
of the cylinder. Valve 17, usually placed above 
the auxiliary reservoir, is known as the release 
valve. A rod extends from the arms of this 
valve to each side of the car, and pulling either 
rod unseats the valve and discharges air from 
the reservoir for the purpose of releasing the 
brake. 

RELEASE VALVE. 




■^ .TAP 



Fig. 36. 



23 Release valve cylinder. 

24 Release valve stud. 

25 Vent valve. 



26 Release valve spring. 

27 Release valve handle. 

28 Release valve pin. 



136 



' PEESSURE SETAINING VALVE. 

Q. What is the pressure retaining valve 
used for? 

A. It is used to retain a certain portion of 
the brake cyhnder pressure in the cyUnders to 
retard the acceleration of the train while de- 
scending grades while the auxiliary reservoirs 
are recharging, and they should always be used 
on heavy grades. 

Q. Are there many of these valves in use? 

A. Yes, they are used extensively on freight 
cars where heavy grades are encountered and 
some are in use upon passenger trains in moun- 
tainous parts of the country. 

O. How much pressure does this valve re- 
tain in the cylinder? 

A. That is determined by the weight of 
valve 4 shown in Fig. ;^y. Usually fifteen 
pounds per square inch. 

O. Explain the operation of this valve. 

A. A pipe is screwed into the triple valve 
exhaust port which connects with the pressure 
retaining valve at X in Fig. 37. If the 
handle 5 be turned down the valve will be 
inoperative, the air passing through ports B, A 
and C to the atmosphere, but when the handle 
is turned horizontally, as shown, then the air will 
pass from the brake cylinder through tlie triple 
valve, retaining valve pipe and ports B, A, b and 
D, and it must therefore raise valve 4 from 



m 



PRESSURE RETAINING VALVE. 




Fig- 37- 



138 

its seat to pass to the atmosphere through the 
small port D, where it will continue to escape 
until the pressure has been reduced to fifteen 
pounds, then the weighted valve will close and 
no more air can escape to port D, the remain- 
ing fifteen pounds pressure will be retained in 
the brake cylinder until the handle 5 is turned 
down. 

Q. What is the size of port D? 

A. One-sixteenth of an inch in diameter. 
The old style retaining valve had two one- 
quarter inch ports, but it would let the air escape 
too rapidly. With a one-sixteenth inch port 
it will take about twenty seconds for the 
cylinder pressure to reduce to fifteen pounds, 
which is about the length of time required to 
recharge the auxiliaries. 

Q. Has the pressure retaining valve any- 
thing to do with applying the brake or admit- 
ting air into the cylinder? 

A. No. It simply locks in the brake 
cyHnder fifteen pounds of pressure. 

Q. What difference is there between the 
improved pressure retaining valve shown by 
Fig. 37 and the old style retaining valve? 

A. The old style pressure retaining valve 
had a slot extending through the key which 
frequently became inoperative. The new valve 
has a peripheral cavity extending more than 
half way around the key. 



139 

Q. What should be the position of the re- 
taining valve? 

A. It should always stand perpendicular as 
shown by Fig. 37. Both the valve and 
the pipe should be well secured and a good 
rubber placed on the union. A little flexibility 
should be provided in the pipe connecting this 
valve with the triple valve. 

Q. Where should it be located? 

A. It should be free of access while the 
train is in motion and with no obstruction to 
the removal of the cap. It is usually placed at 
the end of the car. On passenger coaches about 
level with the edge of the hood and on freight 
cars close to the brake standard. 

Q. Why is it sometimes placed beneath the 
car? 

A. To prevent the train crew from tamper- 
ing w^ith it if they think the engineer is descend- 
ing a grade too slowly. 

O. Is a retainer used for other purposes 
than to steady a train while recharging? 

A. Yes, a few are sometimes used when 
brakes have been applied too hard to keep the 
slack bunched after releasing wdien drifting 
along preparatory to making a stop. 

Q. Should the retaining valve be oiled? 

A. No, but it should be cleaned every time 
the other parts are cleaned. 

Q. What will cause the retaining valve to 
be inoperative when it is cut in for service? 



I40 

A. A leak in its pipe connections — frequently 
the union — ports plugged up, or a leak in the 
brake cylinder or in the retaining valve, but 
seldom the latter. Air. Brees says: "If brakes 
stick frequently trouble will be found in the 
port holes; dirt will collect or sometimes in- 
sects will make nests in them, which w^e have 
found to be the case.'' 

Q. Is it important that the train crew should 
be familiar with the operation of this device? 

A. Yes, it is very important, especially on 
mountain roads. It is a very simple device and 
easily kept in good working order. The train 
crew should examine the union in the pipe 
leading to it, frequently, for a very small leak 
will render it worthless. 

THE HIGH-SPEED BRAKE. 

Q. What is the high speed brake? 

A. It is the ordinary air brake w^ith the addi- 
tion of a duplex governor, duplex feed valve 
attachments for the brake valve, the automatic 
pressure reducing valve for the brake cylinder, 
and it is operated by a much higher pressure 
than is ordinarily carried. 

Q. On what class of trains is it used? 

A. On fast passenger trains that are sched- 
uled at about sixty miles per hour. 

Q. When is the high pressure used in apply- 
ing the brake? 

A. In all emergencies. 



DIAGRAMMATIC 



OF THEiWESTINQHOUSE STANDARD HIGH-SPEED BRAKE. 




141 

Q. Is there no danger of sliding wheels when 
using this type of brake in emergencies? 

A. Not at high speeds. 

O. Why can this brake be used in emer- 
gencies, at. high speeds, without sliding wheels? 

A. Because the pressure developed in the 
air brake cylinder is automatically reduced as 
the speed of the train reduces. And at high 
speeds the friction is not so great between the 
brake shoe and wheel as at low speed. 

O. How is the automatic reduction of pres- 
sure in the brake cylinder accomplished? 

A. By means of the automatic pressure re- 
ducing valve. 

HIGH-SPEED BRAKE AUTOMATIC REDUCING 
VALVE. 

Q. Describe the hig-Ji pressure automatic 
reducing valve? 

A. It is a slide valve having a triangular 
port in its face (the seat having a slot shaped 
port) and has a piston and adjusting spring, 
generally adjusted to resist a pressure of sixty 
pounds per square inch, and a body casting to 
enclose these parts. 

Q. How does the pressure reducing valve 
operate? 

A. When the brakes are applied with an 
emergency application, the pressure obtained in 
the brake cylinder being much higher than 
sixty pounds, forces the piston downward com- 



142 

HIGH-SPEED BRAKE AUTOMATIC 
REDUCING VALVE. 




iPIP£ 
TAP 

TOBRAKECrUMmBi, 



Fig. 38. 



143 



HIGH-SPEED BRAXE AUTOMATIC REDUCING 
VALVE. 

2 Valve body. 

3 Spring box. 

4 Valve piston. 

5 Packing ring. 

6 Piston stem. 

7 Piston stem nut. 

8 Slide valve. 

9 Slide valve spring. 

10 Cap nut. 

11 Regulating spring. 

12 Regulating nut. 



13 


Check nut. 


14 


Union stud. 


15 


Union swivel. 


i6 


Union nut. 


17 


Union strainer. 


i8 


Union gasket. 


19 


Bolt and nut. 


20 


Leather washer. 


21 


Piston disc. 


22 


Spring abutment. 


23 


Cotter pin. 



144 

pressing the spring under it and moving the 
slide valve to a position where it will just un- 
cover the apex or small port of the triangular 
port in its seat. As the pressure in the brake 
cylinder reduces, the compressed spring forces 
the piston and slide valve upward opening the 
triangular port wider and wider until the pres- 
sure reduces to sixty pounds, when the slide 
valve will have returned to its normal position 
and have closed the port, thus holding the 
pressure in the brake cylinder at sixty pounds. 

Q. When the automatic pressure reducing 
valve opens where does the air escape to from 
the brake cylinder? 

A. To the atmosphere. 

Q. How is the high-pressure obtained in the 
brake system? 

A. By simply turning a stop cock in the air 
pipe leading to the low pressure top of the 
pump governor. And by cutting out the low 
pressure feed valve, and cutting in the high 
pressure feed valve, on the brake valve. 

Q. In the event of a car, not equipped with 
an automatic pressure reducing valve, being 
taken into a train that had the high speed ap- 
paratus in operation, what provision should be 
made to prevent the danger of sliding wheels? 

A. It should have an ordinary pressure re- 
ducing valve, to retain sixty pounds pressure 
adjusted, screwed into its brake cylinder. Mr. 
Brees says the above answers should read as 



145 



SAFETY VALVE. 




.^"PlPt 



'i- TAP 



Fig- 39- 



146 

follows: ''A safety valve screwed into brake 
cylinder adjusted to retain a pressure of fifty 
pounds." 

HIGH PRESSURE CONTROL. 

O. What is meant by high pressure control? 

A. It is meant that a higher pressure is used 
than that ordinarily employed in operating air 
brakes. 

Q. What change is necessary in the ordi- 
nary air brake apparatus in order to operate the 
brakes with high pressure? 

A. There should be employed a duplex gov- 
ernor for the air pump and safety valves such 
as shown in Fig. 39 for the driver and the 
tender brake cylinders should be provided. 

Q. What are the conditions in train service 
that make the use of the high pressure control 
necessary? 

A. High pressure control is necessary on 
all freight trains where the cars are loaded to 
their full capacity, especially when the loaded 
weight of the cars is much greater than the 
empty weight, and on heavy down grades w^here 
a sufficient and reliable controlling force is ab- 
solutely necessary. 

Q. In what kind of service is the high pres- 
sure control used? 

A. For coal, iron and mineral carrying 
roads, when the cars are all loaded going one 
way and are empty going the opposite way, and 



147 

on roads having steep inclines where the de- 
cending trains are loaded. 

Q. Of what does the high-pressure consist? 

A. As used with the VVestinghouse equip- 
ment it consists of a duplex governor, a duplex 
feed valve attachment same as is used by the 
high speed equipment and safety valves shown 
in Fig. 39 for the driver and the tender brakes ; 
as used with the New York air brake equipment 
it consists of a duplex governor, and the safety 
valves for the engine and tender brake cyl- 
inders. 

Q. When it is desired to use the high-pres- 
sure control how is it cut in? 

A. By simply turning a stop cock in the air 
pipe leading to the low pressure governor top. 
Turning the governor top cock back again 
cuts out the high-pressure control, and cuts in 
the ordinary pressure brakes. 

Q. What pressures are used with the high 
pressure control brake? 

A. Usually one hundred and ten pounds in 
the main reservoir and ninety pounds in the 
train pipe. 

Q. What should the main reservoir capacity 
be for passenger engines? For freight? 

A. Not less than forty thousand cubic inch- 
es for passenger and not less than fifty thousand 
cubic inches for freight engines. 

Q. What are the proper sizes of auxiliary 



148 

reservoirs for use with the various brake cyl- 
inders? 

A. A i6 X 33-inch reservoir should go with 
a 14-inch brake cylinder; a 14 x 33-inch res- 
ervoir should go with a 12-inch brake cylinder; 
a 12 X 33-inch reservoir should go with a 10- 
inch brake cylinder, and a 10 x 25-inch reser- 
voir should go with an 8-inch brake cylinder. 
Mr. Gesner says: "A 10 x 24-inch reservoir 
should go with an 8-inch brake cylinder." 

Q. Give the weights of the cars for which 
the different sizes of brake cylinders are suit- 
able? 

A. A 14-inch brake cylinder should be used 
on a passenger car weighing 70,000 pounds or 
more; a 12-inch brake cylinder should be used 
on a car weighing from 50,000 pounds up to 
70,000 pounds, a lo-inch brake cylinder should 
be used on cars weighing 30,000 pounds up to 
50,000 pounds. Mr. Gesner says: ''The above 
should read from 35,000 pounds up to 50,000 
pounds and that tenders up to 35,000 pounds in 
weight require 8-inch brake cylinders and over 
35,000 pounds weight require lo-inch cylinders." 

THE AUTOMATIC SLACK ADJUSTER. 

Q. What is the automatic slack adjuster 
used for? 

A. It is used to take up the slack in the 
brake rigging while the train is running. 



149 



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151 

Q. Why is it better to take up the slack 
while the train is in motion? 

A. Because this is the time the brakes do 
their work and it gives the correct piston travel. 
If the slack is taken up w^hile the car is stand- 
ing and the pjston travel is adjusted it will not 
be the same when running. 

Q. Why not? 

A. There are many reasons. Under stress 
the brake shoes will pull down farther on the 
wheels, spring in the brake beams, boxes loose 
in the jaws, loose brasses on the journals, stress 
of the car bodies, or loose king bolts allowing the 
trucks to be drawn closer together; any or all 
of these causes effect the piston travel. 

Q. How about loaded and empty cars. If 
the piston travel is adjusted when the car is 
loaded will it be the same when the car is 
light? 

A, That depends entirely upon how the 
brakes are hung. If hung from the sand plank 
it will be the same, but if hung from the car 
body, as most brakes are, the piston travel will 
not be the same. 

O. Explain why. 

A. The truck springs are compressed when 
the car is loaded and therefore the brake shoes 
hang lower on the wheel, when the car is un- 
loaded the tension of the truck springs raises 
the car body brake beams and all the brake 



152 

shoes will then stand higher and there will be 
less clearance between them and the wheels. 

O. What effect has this? 

A. It shortens the piston travel, as the pis- 
ton will not have to travel so far to bring the 
shoes up tight against the wheels. 

Q. What is claimed for the automatic slack 
adjuster? 

A. That a predetermined piston travel can 
be constantly maintained, compelling the 
brakes of each car to do their full quota of 
work— no more and no less — thus securing 
from the brakes their highest efficiency without 
the flat wheels which are likely to accompany a 
wide range of piston travel. 

Q. Explain how the automatic slack ad- 
juster operates? 

A. A fair knowledge of the device may be 
had by studying Figs. 40 and 41. The brake 
cylinder piston controls the admission and re- 
lease of air to the slack adjuster. A hole is 
drilled into the cylinder at the point A as shown 
by Fig. 40 and is so located that the brake 
cylinder piston uncovers it when the desired 
piston travel is exceeded, admitting cylinder 
pressure into pipe B and thence to the slack 
adjuster cylinder 2 where the small piston 19 
in Fig. 41 is forced outward compressing spring 
21. Attached to piston stem 2;^ is a pawl ex- 
tending into casing 24 which engages ratchet 



153 



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M 

P4 
H 

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O 

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o 

Hi 




154 

wheel 2y, mounted within casing 24 upon 
screw 4. 

When the brake is released and the brake 
cylinder piston returns to its normal condition 
the air pressure in cylinder 2 escapes to the at- 
miosphere through pipe b, port A, and the non- 
pressure head of the brake cylinder, thus per- 
mitting spring 21 to force the small piston to 
its normal position. In doing so the pawl turns 
the ratchet wheel upon screw 4 and thereby 
draws lever 5 slightly in the direction of the 
slack adjuster cylinder, thus shortening the 
brake cylinder piston travel and forcing the 
brake shoes nearer the wheels. 

Q. How much does this operation shorten 
the piston travel? 

A. One thirty second of an inch each time. 

O. Can the piston travel be adjusted by hand 
with a slack adjuster applied to the car? 

A. Yes. When the pawl 22 is pulled back 
it strikes the point A disengaging it from the 
ratchet wheel. A wrench may therefore be used 
at 1, Fig. 40, to adjust the screw 4. 

Q. If the piston travel should become too 
short what may be the cause? 

A. Some of the slack has been taken up by 
hand brakes where the two work together, or 
the dead levers have been moved. 

Q. If the piston travel is found to be too 
long what may be the cause? 

A. If the slack adjuster is found to be in 



155 



METHOD OF DRILLING BRAKE 
CYLINDER. 



PORT, TO BE 8H FROM 

PRESSURE HEAD 






< >. ^■ 



I 



^ ^ t § * 



156 

good working order it is more than probable 
that the slack has been taken up by an applica- 
tion and only partial release of the hand brake 
and subsequent full release after the brake 
shoes had worn more or less. 

Q. What is shown by Fig. 43. 

A. It shows how port A should be drilled. 

Q. What kind of pipe should be used be- 
tween the brake cylinder and the slack adjust- 
er? 

A. Copper pipe will give the best results as 
it is flexible and does not corrode. 

Q. Should the slack adjuster be oiled, if 
so, how often? 

A. Yes, it should be cleaned and oiled every 
time the brake cylinder is cleaned and oiled and 
after it has been cleaned it should be tested 
along with the brakes. 

FOUNDATION BRAKES. 

Q. What is meant by the term ^'Founda- 
tion Brake Gear"? 

A. The brake rigging under the car, which 
comprises the brake beam, the brake levers, 
the pull and connecting rods, and the brake 
beam and shoes. 

Q. How should a satisfactory foundation 
brake gear be designed? 

A. It should be designed with a view to de- 
veloping the correct braking force, and should 



157 

be made sufficiently strong to resist all strains 
and shocks of service. 

Q. How should the brake levers stand when 
the brake is applied? 

A. They should stand at right angles to the 
line of force. 

Q. How is the size of the brake cylinder 
suitable to use on a car determined? 

A. By the per cent of the weight of the car 
which it is determined to use as braking force. 
Mr. Gesner says: "By the weight of the car 
when it is empty." 

O. About where is the best location for the 
brake cyHnder? 

A. The brake cylinder should be attached 
to the car body where it is accessible for re- 
pairs. 

O. How is it that such low pressure in the 
brake cylinder delivers so much higher pres- 
sure to the w^heels of the car? 

A. Because it is multiplied by the brake 
levers, which are mechanical devices for the ad- 
vantageous application of the air. 

Q. When we have a lever of which the pro- 
portions of the arms are known, how can the 
power that can be delivered at one end from a 
given force, applied at the other end, be deter- 
mined? 

A. By multiplying the given force by its dis- 
tance from the fulcrum point, the length of the 
arm, and dividing the product by the distance 



158 

of the power end from the fulcrum point — the 
other arm. 

Q. What is the fulcrum point of a lever? 

A. It is the fixed point about which the leve»* 
turns. 

O. About how much braking force should 
be used on a car? 

A. The braking force on passenger cars 
should be about ninety per cent of the weight, 
and on freight cars, about seventy per cent of 
their light weight. 

Q. From what brake-cylinder pressure as a 
base is the braking force for cars calculated? 

A. From a brake-cylinder pressure of sixty 
pounds per square inch. 

O. It is stated that in emergency applica- 
tions, the Westinghouse triples vent train-pipe 
air into the brake cylinders. How much will 
the vented tram-pipe air augment the brake 
cylinder pressure ? 

A. The following table shows what can be 
gained in the brake cylinder, in emergency ap- 
plications, from the vented train-pipe air, with 
the various sized brake cylinders. 

TABLE. 





Service 


Emergency 


Per Cent. 


14-inch Cylinder, 








6-inch stroke, 


53 lbs. 


56 lbs.. 


6 


8-inch stroke. 


51 lbs. 


■ 53 lbs. 


5 


i2-inch Cylinder, 








6-inch stroke. 


53 lbs. 


58 lbs. 


9 


8-inch stroke. 


52 lbs. 


57 lbs. 


10 



159 





Service 


Emergency 


Pee Cent. 


lo-inch Cylinder, 








6-inch stroke, 


53 lbs. 


58 lbs. 


9 


8-inch stroke, 


52 lbs. 


57 lbs. 


10 


8-inch Cyhnder, 








6-inch stroke, 


53 lbs. 


60 lbs. 


15 


8-inch stroke, 


50 lbs. 


58 lbs. 


17 



Q. Why is it that there is a falling off in 
the percentage of increase in the brake cylin- 
ders, as the cylinder becomes larger in size, in 
emergency applications? 

A. Because the volume of train pipe air re- 
mains substantially the same regardless of the 
size or weight of the car, and as a brake cylinder 
increases in size, of course it can not fill it to the 
same pressure that it would if the brake cyl- 
inder was small. Mr. Gesner adds : "All de- 
pends on the train pipe volume, it being greater 
in long than on short trains." 

Q. What would be the effect on the wheels 
of a car if more braking force than that stated 
above was applied? 

A. It would cause the wheels to slide. 

Q. What would the effect be if less braking 
force than that stated above was used? 

A. The brakes w^ould not be applied with all 
the pressure they could stand, and then the stop 
could not be made in so short a distance as if 
the proper braking force was used. 

O. Does a wheel that is sliding w^hile the 
brakes are applied have as great a retaining ef- 
fect upon the train as one that is revolving? 



i6o 

A. No; a wheel that sHdes while the brake is 
applied does not retard or hold so well as one 
that revolves while the brake is applied. 

Q. In making a road test of brakes when 
taking on cars or changing engines what should 
be done? 

A. Before coupling to the train the engineer 
should have full main-reservoir and train-pipe 
pressure pumped up on the engine, so as to be 
able to charge the train without unnecessary 
loss of time. It is well when coupling the en- 
gine to the train, if it is necessary to release 
the brakes, to return the handle of the brake 
valve to lap immediately after making the first 
release just before coupling. (Mr. Dickson 
says: ''With New York triple I advise you to re- 
apply brakes to prevent any danger of emerg- 
ency from carelessness of trainmen opening 
angle cock, as New York triples will not go into 
emergency if applied light." In addition to this 
when the engine is coupled to the train ''blow 
water out from tender train pipe and dirt from 
the hose".) When the engine is coupled to the 
train, the angle cock on the rear end of the 
tender should be opened first so that the hose 
connections may be charged up before the angle 
cock on the car is opened. To charge the train 
the engineer should leave the handle of the 
New York brake valve in full release position, 
and the handle of the Westinghouse brake valve 
in the running position. 



i6i 

Q. What is meant by charging the train? 

A. When we speak of charging the train we 
mean fiUing the train pipe and auxihary reser- 
voir with air pressure. 

Q. With the train-pipe pressure at seventy 
pounds, how long should it take to charge an aux- 
iliary reservoir? 

A. About one minute; on account of the 
size of the charging groove it cannot be done 
in less time. 

Q. About how long should it take to charge 
a train from zero to seventy pounds? 

A. The time required to charge a train de- 
pends on the number of cars composing it, capa- 
city of m.ain reservoir, size and efficiency of air 
pump. 

O. About hovv^ much pressure should be ob- 
tained before testing the brakes? 

A, About sixty pounds in order to ascertain 
the piston travel, but maximum pressure is bet- 
ter, and should be obtained before testing, if 
time will permit. 

O. How should brakes be applied for the 
test? 

A. They should be applied with a service ap- 
plication of about twenty .pounds reduction. 

O. By whom should the test application be 
made? 

A. By the engineer, if possible; whenever he 
is unavoidably absent, as when called to the 
telegraph office to sign orders, it may be made 



l62 

by the fireman, who should be competent to 
perform this service. Mr. Davis says: ''Al- 
ways by the engineer who is held responsible." 

Q. After the brakes are applied for the test 
what should be done? 

A. They should be carefully inspected to 
see that all brake shoes are against the wheels 
and that all brake pistons have the proper 
travel. 

Q. After inspecting the brakes what should 
be done? 

A. They should be released and again care- 
fully inspected to see that all have released prop- 
erly. After the second application, a report of 
the number of air brakes working and their 
general condition should be made to the engi- 
neer. 

Q. How should the slack in brake rigging 
be adjusted? 

A. By closing the cut out cock in the branch 
pipe, bleeding the auxiliary reservoir, and then 
adjusting the slack by means of the truck dead 
lever. After the slack has been properly ad- 
justed, the brake should be cut in. 

Q. Why should the brake be cut out before 
commencing to adjust slack or make any repairs 
to it? 

A. Because if it is not cut out, there is dan- 
ger of it applying automatically, and the person 
making the adjustment might, in consequence, 
be injured. 



i63 

Q. How should the brakes be released after 
making a test application? 

A. By placing the handle of the brake valve 
in the full release position until all brakes have 
had sufficient time to release, then returning it 
to running position. 

Q. How often should the brakes be tested? 

A. The brakes should be tested every time 
any change has been made in the make-up of the 
train, and if the train has been required to take 
the siding for any considerable length of time 
it should be tested before again taking the main 
track. 

Q. When should a running test be made? 

A. A running test of the brakes should be 
made when approaching railroad crossings, and 
meeting points on single track, a sufficient dis- 
tance back from these points to insure that all 
brakes are holding properly. Mr. Dickson adds: 
''Also for all drawbridges, deraiHng switches, 
steep grades, etc." 

Q. What is the proper adjustment for piston 
travel? 

A. On freight cars the piston travel should 
never be less than five inches or more than sev- 
en inches, and on passenger equipment it should 
not be less than five and one-half inches or more 
than .eight inches. On engines the driver brake 
pistons should travel not more than four inches, 
(Mr. Gesner says five inches) and the tender 
brake piston -not more than seven inches. With 



i64 

the exception of the driver brake piston, all 
should be adjusted to as near six inches as it 
is possible to get them. Mr. Dickson adds: 
"Our standard is four to eight inches on freight 
cars and tenders and seven to nine inches on 
passenger. Most passenger brake piston travel 
cannot be made less than six inches. Driver 
brake pistons should travel not more than two- 
thirds the diameter of the brake cylinder or less 
than one-third its diameter.'' Mr. Brees says: 
"It seems to me something should be said re- 
garding piston travel on compound engines. 
With these engines owing to the retarding force 
of the large cylinders (low pressure) w^e never 
shorten the travel here less than seven inches. 
If less at low speeds you are very liable to slide 
driving wheels. Shorter travel will do on sim- 
ple engines." 

Q. What effect does excessive piston travel 
have on the pressure developed in the brake 
cylinder? 

A. It weakens it, and consequently makes 
the brake less powerful. 

HANDLING TRAINS. 

Q. In making an ordinary stop, how much 
pressure should be reduced from the train pipe 
at the first reduction? 

A. P>om four to eight pounds. Mr. Ges- 
ner says: "Six to eight pounds, or five pounds 



i65 



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i66 

with thirty cars or less; if over thirty cars eight 
pounds." 

Q. Why should this amount be reduced at 
the first reduction? 

A. So that sufficient air may go through to 
the brake cylinder from the auxiliary to force 
the brake pistons beyond the brake cylinder 
leakage grooves. 

O. Why not make the initial train pipe re- 
duction heavier than from four to eight pounds? 

A. A heavier initial train pipe reduction than 
that specified would cause too heavy an appli- 
cation and might possibly cause shock to the 
train, especially if the piston travel v^as not uni- 
form. 

Q. After the first four or eight pounds re- 
duction, how much pressure should be reduced 
from the train pipe at any one subsequent re- 
duction? 

A, The amount depends upon circumstances ; 
but generally about four pounds will be found 
satisfactory. 

Q. How many applications should be used 
for the ordinary station stop with a passenger 
train? 

A. Generally two; sometimes where the 
track is level and the station platform long, the 
stop may be made with one application. 

Q. What is meant by an application of the 
brake? 

A. From the time the brakes are first ap- 



i67 

plied until they are released; no matter how 
many reductions in train pipe pressure may have 
been made, is an application. 

Q. Why should two applications of the 
brakes generally be used in stopping passenger 
trains? 

A. It insures accuracy in making the stops, 
prevents sliding the wheels and permits brakes 
to remain applied until the train stops without 
causing a disagreeable shock, due to the recoil 
of the trucks. Mr. Roach says : ''The brakes 
on passenger trains should be released in all 
cases just before stopping to avoid the jar.'' 

Q. Should the brakes be held apphed on a 
passenger train while standing at a water tank 
or coal chute? 

A. It is considered a wise thing in passenger 
service to leave the brakes applied while stand- 
ing at a water tank or a coal chute. 

Q. How should a two-application stop be 
made with a passenger train? 

A. The first application should be made a 
sufficient distance from the stopping point and 
with a sufficiently heavy reduction in train pipe 
reduction to stop the train, if allowed to remain 
appHed, some distance short of the stopping 
point; then move all the triple valves to the re- 
lease position, by placing the handle of the brake 
valve in full release position, then returning the 
handle immediately to the lap position, and when 
the engine is within a few car lengths of the stop- 



i68 

ping mark, make the second application when 
necessary. The point to be observed is, that in 
lapping the handle of the brake valve imme- 
diately after the release of the first application, 
the auxiliary and the train pipe pressure are 
held equal, and are lower than at the first ap- 
plication, and that you make the second appli- 
cation a prompt and light one. 

O. What is meant by overcharging the train 
pipe? 

A. It is meant that for a short space of time 
after handle of the brake valve is placed in the 
full release position, the volume of main-reser- 
voir air, so suddenly thrown into the train pipe, 
raises the pressure therein considerably above 
that in the auxiliaries, and wdiile the train pipe 
pressure is higher than the auxiliary, the train 
pipe is said to be overcharged. 

O. What is the effect of overcharging the 
train pipe? 

A. It hastens the recharging of the auxiUa- 
ries, and retards the application of the brakes in 
the service application, should such an appli- 
cation be desired during the time that the train 
pipe was overcharged.* 

Q. When but one application of the brake is 
made to stop a passenger train, w^hen should 
the brakes be released? 

A. Just before coming to a full stop, so as 
to avoid the disagreeable shock generally ex- 



i69 

periencecl when the train stops and the trucks 
straighten up. 

O. When approaching curves and while 
rounding them, when should the brake be ap- 
plied, wiien necessary on such curves to steady 
the train? 

A. It should be applied on the straight line 
just before striking the curve. Mr. Gesner 
adds: "And released before the curve is reached 
if circumstances will at all permit of it." 

O. In handhng a freight train that is wholly, 
or only partly, equipped wuth air brakes, how 
should the application for an ordinary stop be 
made? 

A. The initial reduction in train pipe pres- 
sure should be made heavy enough to move all 
brake pistons beyond the leakage grooves in 
the brake cylinders. The amount of reduction 
necessary to do this varies wdth the number of 
air braked cars in the train, being greater, the 
greater number of air brake cars. After the ef- 
fect of the initial reduction is felt and the tram 
has properly bunched, then the subsequent re- 
ductions may be made as speed, weight of train, 
holding power of brakes, grade etc., requires. 
Mr. Gesner says: ''With trains of thirty cars 
or less, five pounds will be found to give the best 
results. Heavier reductions can be made cor- 
responding to the number of cars over thirty." 

Q. Should the brakes be released before the 



170 

train stops, supposing it is seen that it will stop 
before reaching the desired stopping place? 

A. As a rule, no. Mr. Gesner says : ''And 
never if the speed is less than eight miles per 
hour." There are times and places when brakes 
may be released on freight trains before they 
come to a stop, but generally there is great 
danger of breaking the train in two, and the 
better practice is to stop the train, if the speed 
is anything slower than eight miles per hour, 
before releasing the brakes. Mr. Brees adds: 
"Ten miles per hour is better before releasing 
the brakes." 

O. What precaution should be taken if 
brakes are released when the train is moving 
slowly.^ 

A. Care and judgment should be used to al- 
low suflicient time for all brakes, both front and 
rear, to release before opening the engine 
throttle, and when the throttle is opened is should 
be only partly and carefully until the train is 
stretched again. To open the throttle imme- 
diately after placing the handle in full release 
position will almost invariably cause the train to 
part. Mr. Brees says : 'Tf an engine is equipped 
with independent driver brakes they should be 
applied before train brakes are released. This 
will keep the slack bunched and prevent engine 
surging ahead when train brakes are released. 
After train brakes are released, release driver 
brakes. This I have found good practice." 



171 

Q. Why is it that it is recommended to hold 
the brakes applied on freight trains until they 
stop? 

A. On account of the slack in the train; and 
on account of its great length, all the brakes 
cannot be released at the same instant. Mr. 
Gesner adds: ''And because on freight trains 
the piston travel is never uniform." 

Q. In backing freight trains out of sidings, 
the front cars of which have air brakes coupled 
up and working, how should the brakes be ap- 
plied? 

A. A few hand brakes should be applied on 
the rear, and as the engine passes the switch 
the air brakes should be applied carefully so 
as to prevent pulling the train apart when stop- 
ping. 

Q. Should the engineer find that some of 
the wheels of the train are sliding, w^hat should 
be the first thing to do? 

A. If he can do so, he should release the 
brakes and before again applying, he should 
apply sand to the rail and keep the rail sanded 
until the stop is made. If the rail is bad, sand 
should be applied to the rail before the brakes 
are applied for any stops, and should be kept 
applied until the stop is made. 

Q. If the wheels are sliding, will the applica- 
tion of sand to the rail start them to revolve 
again ? 

A. When wheels commence sliding the appli- 



172 

cation of sand to the rail will not cause them to 
rotate again, but will cut large flat spots in 
them. 

Q. In case brakes are applied with suf- 
ficient force to slide the wheels and an emer- 
gency should arise, should sand be used? 

A. Yes, in all cases of emergency sand 
should be used. 

Q. How can the cause of wheel sliding be 
investigated and ascertained? 

A. If the brakes release properly from the 
engine, they should be applied to ascertain the 
piston travel. If the piston travel is correct on 
all cars then the leverage should be calculated to 
ascertain if too much power is being developed 
by it. 

Q. How should the brakes be operated on 
trains while descending long heavy grades? 

A. As soon as the train has pitched over the 
summit of the grade and commences to acquire 
momentum, a light service application of the 
brake should be made to maintain the speed at 
the safe limit. When releasing the brake either 
for the purpose of recharging the auxiliaries or 
for allowing the speed of the train to increase, 
advantage should be taken of all ''let-ups'\ 

Q. Why should the brakes be applied 
promptly after passing the summit of the hill 
and when descending a grade? 

A. So as not to allow the train to acquire 
too great momentum. The secret of letting a 



173 

train down a long steep grade safely, lies in 
not allowing it to get too much start at the 
top. 

Q. While recharging auxiliaries on descend- 
ing grades where should the handle of the brake 
valve be carried? 

A. In full release position, until ready to 
reapply, unless full train pipe pressure has been 
accumulated before necessary to reapply, when 
it should be moved to the running position. 

Q. In descending grades, is it desirable to 
maintain a uniform rate of speed? 

A. Yes, where practicable, but the most im- 
portant consideration is safety, and this con- 
sideration takes precedence over all others. 

Q. Are there any specified rules for handling 
trains on down grades? 

A. Very few. The steepness of the grade 
and the conditions existing must determine the 
best method to be adopted. 

Q. In the event of a train, partly equipped 
with air brakes, parting betw^een the air brake 
cars, what should be done by the engineer? 

A. Close the throttle valve immediately, and 
place the handle of the brake valve on lap posi- 
tion. 

Q. Is it good practice to attempt to pull the 
head end away from the rear end to prevent the 
separated parts of the train from coming to- 
gether? 

A. No. Attempting to keep the front part 



174 

of the train away from the rear part would in- 
crease the distance between the sections for a 
moment only, then the brakes on the front por- 
tion will slow it down^ so that the rear portion 
will run into it; and the force of the collision 
will be greater than if no attempt had been 
made to keep it out of the w^ay of the rear end. 

Q. When the train is recoupled after break- 
ing in two, is it advisable to bleed ofif the rear 
brakes in case they should refuse to release? 

A. They should be released by the engineer 
from the engine. However, if circumstances 
are such that considerable delay would result to 
other trains, it is better to release the rear 
brakes by opening the release valves, and after 
getting in motion make a running test to de- 
termine the holding power of the brakes. 

Q. When two or more engines are coupled 
together, as in double-heading, w^hich engineer 
should operate the brakes? 

A. The engineer on the leading engine. 

Q. What should the other engineers do? 

A. They should close the cut-out cock un- 
derneath their brake valves, and run their 
pumps slowdy but retain maximum pressure of 
seventy pounds. 

Q. In case of an emergency where should 
the brake valve handle be placed? 

A. In the emergency position, and it should 
be kept in that position until the train stops or 
the danger is past. 



175 

Q. If the engineer had the brakes appHed 
with a light pressure, sucli as would be used in 
going over ''slow-order" portions of the track 
and then should be suddenly flagged, where 
should the handle of the brake valve be placed? 

A. Unless the engineer can plainly see ahead 
a sufficient distance to understand the situation, 
he should place the handle of the brake valve in 
the emergency position. 

Q. If the train is partly equipped with air 
brakes, and is flagged in a manner to indicate 
danger close ahead, should the engineer first 
endeavor to bunch the train before applying the 
brakes in emergency? 

A. No; always in emergencies, — apply the 
brake in emergency application without con- 
sideration for the train. 

Q. In case of emergency, should the engine 
be equipped with a driver brake in good work- 
ing order, be reversed? 

A. No; a driver brake in fairly good work- 
ing order will hold better, that is, will retard 
the train more, than an engine reversed. Again 
an engine reversed, even with a poorly holding 
driving brake, will slide its wheels, and sliding 
wheels do not hold so well as those that revolve 
while brakes are applied. 

O. In case the brakes are applied from the 
rear by the conductor, using the conductor's 
valve, or on account of a hose bursting, what 
should be done with the brake valve handle? 



176 

A. It should be placed on lap position until 
a signal is received from the rear to release the 
brakes. 

Q. Why is it necessary to place the handle of 
the brake valve on lap when the brakes apply 
from the rear? 

A. To prevent the escape of main reservoir 
pressure and to provide for a prompt release of 
the brakes when the signal is given. In the case 
of the conductor applying the brakes, the handle 
should be lapped to prevent the release of the- 
brakes, when the conductor's valve closes, as 
well as to save main reservoir pressure. 

Q. How should the conductor's valve be 
operated when it is necessary to use it? 

A. If it is an emergency, that requires its 
use, it should be opened wide and be kept open 
until the train stops. If it is a case in which the 
conductor cannot operate the train air signal 
or cannot communicate with the engineer by 
other means, and he wishes to stop the train, 
he should do so by opening the conductor's 
valve gradually, so as to make a service appli- 
cation, and not an emergency. In both cases 
be sure to close the conductor's valve before 
leaving it. 

O. Why is it necessary to hold the conduc- 
tor's valve open until the train stops? 

A. Because if it is closed before the train 
stops, and the engineer has not lapped the 



177 

handle of the brake valve, the brakes will re- 
lease. 

Q. What does the conductor's valve do when 
it is opened ? 

A. It simply allows the train pipe pressure 
to reduce by escaping to the atmosphere, which 
is the essential thing to do to apply the auto- 
matic air brakes. 

Q. Can the brakes be released by the con- 
ductor's valve? 

A. No; they must be released from the en- 
gine by admitting main reservoir pressure to 
the train pipe or by opening the release valves 
on the auxiliary reservoirs. 

Q. When brakes apply of their own account, 
what is generally the cause? 

A. The cause is generally either a hose 
bursting or the train parting. 

Q. In case hose bursts, and there are no 
extra hose available, what can be done to make 
the necessary repairs? 

A. Remove the rear hose on the last car in 
the tram, and put it in the place of the bursted 
hose. 

Q. If the cross-over pipe should break, would 
it be necessary to shift the car to the rear of the 
train? 

A. No; if the break is at the union of the 
cross-over with the train-pipe it may be plugged 
with soft wood; if between the stop-cock and 



178 

triple valve, all that is necessary to do is to 
close the stop-cock. 

Q. In passenger service is it necessary to 
shift a car to the rear of the train, if the train 
pipe bursts or is broken? 

A. A car, v^ith a broken train pipe is gen- 
erally placed on to the rear of the train, al- 
though the break in the pipe might be tem- 
porarily repaired by placing a piece of hose over 
the broken or ruptured portion and winding it 
up tightly. Mr. Brees says: ''I consider this 
v^rong. Split pipe cannot be made tight and it 
might cause emergency in a service applica- 
tion.'^ 

Q. When a car is placed on the rear of the 
train, owing to a defective brake, how should it 
be coupled up? 

A. The air hose should be coupled, and the 
angle cock on the car ahead of it opened so 
as to permit the air to charge the hose, and the 
front angle cock on the car with defective brake 
should be closed. 

Q. When it is necessary to assist the engi- 
neer with hand brakes to hold the train, which 
hand brakes should be applied? 

A. Those next to the air brakes. 

Q. Why not use the hand brakes on the rear 
of the train? 

A. Because if the rear hand brakes were ap- 
plied there would be a likelihood of breaking 



179 

the train in two, especially if the engineer 
should release the air brakes. 

Q. In setting out cars how should it be 
done? 

A. The angle cocks on the front and the 
rear of the car, or the cars, to be set out should 
be closed first, and then the hose be parted by 
hand and properly hung up in the dummy 
coupling. After the cars to be set out are placed 
on the siding the air brake if applied, should be 
released and the hand brakes applied before 
leaving them. Many engineers claim this is 
seldom done, as it is easier for the brakeman 
to block the wheels. 

Q. Why would it not be as well to set the 
hand brakes before releasing the air brakes? 

A. Possibly on some freight cars the brake 
would be set too tight, and when the air brake 
was released the chain on the hand brake would 
be likely to break. On passenger cars, when the 
air brake released, or leaked off, the hand brake 
would also be off. 

Q. Should the air brakes be depended upon 
to hold cars or trains while left to stand for 
any considerable length of time on a grade? 

A. No; the air brakes should be released 
and the hand brakes applied. There is danger 
of the air brakes leaking off, and the train 
starting in consequence. 

Q. How should the release valve be operated 
to release, or ''bleed off" a brake? 



i8o 

A. The release valve should be held open 
until the air is - heard to escape from the ex- 
haust port of the triple, it should then be closed, 
as, if it is not, there is a likelihood of the brakes 
on the other cars applying. 

Q. When cars are taken on at any station 
that have the air brake cut out, should the 
brakes be cut in and tried? 

A. Yes; unless the brakes on them are easi- 
ly seen to be out of order, cut them in and try 
them together with the others. 

Q. When should the brake on a car be cut 
out? 

A. When it is impossible to operate it satis- 
factorily. 

Q. Are small leaks of sufficient importance 
to necessitate cutting out a brake? 

A. No, it is only when leaks are so great 
that the pump cannot supply them that the 
brake should be cut out. Air. Brees says: 
''Crews should try to keep up leaks." 

Q. If there are throughout the train numer- 
ous leaks, varying in size, so that together 
the pump is unable to supply them what should 
be done? 

A. The brakes having the largest leaks 
should be cut out. If the leaks are all about the 
same size, then the poorest brakes, care being 
taken, how^ever, not to cut out more than three 
brakes in succession. 



i8i 

Q. Why should not more than three brakes 
in succession be cut out? 

A. On account of the Hkehhood of quick- 
action not jumping the cut out brakes in the 
event of an emergency appHcation, especially 
if the three successive brakes are close to the 
front end of the train. 

Q. On coupling to a train that is already 
charged with air, how should the angle cocks be 
opened? 

A. Always endeavor to form the habit of 
opening the angle cock nearest to the engine 
first after coupling the hose at any point in the 
train, and so guard against the danger of caus- 
ing a quick action application of the brakes, 
which is very likely to result if the other angle 
cock is opened first, and air from the train al- 
lowed to rush into the empty hose to fill it. 

THE TRAIN AIR SIGNAL SYSTEM. 

Q. What is the train air signal used for? 

A. To enable the conductor or train crew to 
convey signals to the engineer from the interior 
of any car in the train. 

Q. Is the air signal system extensively used? 

A. Yes; it is used upon passenger trains 
upon all first-class railroads. 

Q. What means had a conductor at his dis- 
posal to signal the engineer before the air sig- 
nal was invented? 

A. A bell rope was used which was attach- 



l82 

ed to a gong in the cab of the engine and it 
extended to the rear end of the train. 

Q. What objections to the bell rope were 
there in passenger service? 

A. Many; perhaps the most aggravating to 
the train crew was that tramps would frequent- 
ly cut the bell cord near the front end of the 
train. 

Q. Is the bell rope still in use? 

A. Yes ; it is still in use in passenger service 
on some small roads and it is extensively used 
upon fast freight trains upon many good roads. 

Q. How does the conductor signal the engi- 
neer where the train air signal system is in 
use? 

A. Each car is equipped with a cord or rope 
the length of the car, — one end of which is at- 
tached to a car discharge valve, located at the 
one end of the car which is connected to the 
signal line by a branch pipe. In order to sig- 
nal the engineer he pulls on this rope. Air is 
thereby released from the signal line and the 
signal whistle in the cab notifies the engineer. 

Q. Do both the Westinghouse and the New 
York air brake companies use an air signal 
system in connection with their equipment? 

A. Yes, but the two systems are so nearly 
alike that it is unnecessary to describe both. 
To understand one, implies a knowledge of the 
other, the principal difference being in the sig- 
nal valve. As there are more of the Westing- 



i83 

house type in use we shall describe this system 
only. 

WESTINGHOUSE. 

Q. From where does the signal pipe receive 
its supply of air? 

A. From the main reservoir. 

Q. What does plate 4 represent ? 

A. It is a diagrammatic illustration of the 
general arrangement of the various parts of the 
train air signal system. The location of the 
parts may be changed if found convenient, so 
long as the pipes are properly connected. 

Q. Name the essential parts of the air signal 
system. 

A. A reducing valve — a signal valve, a whis- 
tle, the car discharge valve and the signal line 
and couplings similar to the train pipe. 

Q. What is the reducing valve used for? 

A. To prevent full main reservoir pressure 
entering the signal hne. When the required 
pressure has been admitted, the reducing valve 
automatically closes communication with the 
main reservoir and when the signal Hne pres- 
sure has been reduced from any cause, the reduc- 
ing valve will again admit air from the main 
reservoir until the required pressure has been 
obtained. 

Q. What pressure is carried in the signal 
line? 

A. Usually forty pounds. 



i84 



IMPROVED REDUCING VALVE. 




Fig- 45- 



i85 

Q. Explain the operation of the improved 
reducing valve. 

A. This valve is shown by Fig. 45. The num- 
bers 7 and 10 are the reducing valve piston and 
stem which are forced upward by the spring 13 
w^hich is adjusted by the nut 14 to the pressure 
desired to carry in the signal line. Supply 
valve 4 is moved off its seat by the stem of 
piston 7. Main reservoir pressure is admitted 
at A and passes under valve 4 into chamber C, 
thence out at B into the main signal pipe. When 
the pressure in cavity C overcomes the tension 
of spring 13, the piston 7 and stem 10 are 
forced downward and the small spring 6 forces 
valve 4 onto its seat, thereby cutting off main 
reservoir pressure. The pressure in cavity C 
and the signal line is always the same. There- 
fore, when the pressure in cavity C is reduced 
from any cause, such as a reduction at the car 
discharge valve or from leaks or otherwise, the 
spring 13 will force piston 7 upward and unseat 
the supply valve 4 and recharge the signal line. 

AIR SIGNAL SYSTEM DETAILS. 

Q. If the reducing valve needed repairs how 
could it be done without loosing main reservoir 
pressure? 

A. A stop-cock is usually placed between 
the main reservoir and the reducing valve. 

Q. What is the best location for the reduc- 
ing valve? 



i86 

A. Inside the cab, as it will prevent freez- 
ing up in winter. 

Q. What were the defects of the old style 
reducing valve? 

A. It would not feed leaks quick enough 
and would frequently cause a continuous blow- 
ing of the signal whistle. 

Q. Are many of these valves still in use? 

A. Yes, a great many. 

Q. Describe the operation of the old style 
reducing valve. 

A. This form of valve is shown by Fig. 46. 
Spring 9 is adjusted to the required whistle 
train line pressure, its tension forcing down- 
ward upon diaphragm 7, which in turn forces 
the supply valve off its seat, permitting main 
reservoir pressure to enter at Z, pass through 
the chamber A and out at Y into the signal 
line. When the pressure in cavity A is suf- 
ficient to compress the spring 9, then spring 10 
will force valve 5 onto its seat and thereby cut 
off main reservoir pressure. When the whistle 
signal line is reduced the tension of spring 9 
will again unseat valve 5 and admit main reser- 
voir pressure. 

Q. How would you increase or decrease 
signal line pressure with the improved reducer? 

A. By adjusting nut 14 up or down — up to 
increase and down to decrease it. 

Q. How with the old style reducer? 



D 



□ 



Q 



<@ 



I SIGNAL EQUIPMENT. 



i87 



OLD-STYLE REDUCING VALVE. 




*l To Signal Pipe. 



To Main Reservoir. 
Fig. 46. 



i88 

A. Apply a new spring or place a washer 
under the old one. 

Q. What are the duties of the signal valve? 

A. The signal valve releases the air that 
blows the signal whistle in the cab. 

Q. Where is the signal valve located? 

A. Usually under the foot board. It may 
be located on either side of the engine, as con- 
venience may suggest. 

Q. Describe the operation of the signal 
valve? 

A. The signal valve is shown by Fig. 47. It 
is divided into two compartments, A and B, 
which are separated by diaphragm 12, to which 
is attached the stem 10; the lower end of stem 
10 forms an air tight seat on the bushing 7. 
This stem 10 fits bushing 9 snugly for a short 
distance below its upper end to. where a peri- 
pheral groove is cut in the stem. This fit in 
bushing 9 is not tight, but sufficiently so to 
allow air to feed through it very slowly. Below 
this groove the stem is three-sided. The signal 
pipe air enters the signal valve at Y, passing 
through the small port d into chamber A, 
thence through port C and slowly into chamber 
B until the pressure in both chambers A and 
B are equalized. Any sudden reduction of 
pressure in the signal line, such as the con- 
ductor signahng the engineer, or a parted train, 
reduces the pressure in chamber A, and the 
unreduced pressure in chamber B forces the 



i89 



SIGNAL VALVE. 



— 7" 
3 



U> 14 




190 

diaphragm and its stem upward, whicli uncovers 
the port e, thereby permitting air to escape at 
X, which sounds the whistle in the cab, but it 
will blow for an instant only until the pressure 
again equalizes in chambers A and B and the 
end of stem 10 closes port e. 

Q. How long does it take for chambers A 
and B to equalize? 

A. Ordinarily about two seconds, but it is 
safer for the conductor to wait three seconds 
before making a second reduction and even 
more if a long train. 

Q. What would occur if a second reduction 
were made before chambers A and B had equal- 
ized? 

A. It would cause one continuous blast of 
the air whistle. 

Q. J\Iust the reduction in whistle train line 
be sudden in order to operate the signal valve? 

A. Yes; otherwise it w^ould leak between 
bushing 9 and piston 10 so rapidly as to make 
the signal valve inoperative. It is the sudden- 
ness of the reduction that operates the signal 
valve. 

Q. How does a reduction in the signal 
valve operate the reducing valve? 

A. They are both connected with the signal 
line by independent piping, so it is impossible 
to cause a reduction m one without also causing 
a reduction in the other. 

Q. How does the car discharge valve oper- 
ate? 



191 



CAR DISCHARGE VALVE. 




ToSignalPip* 



Fig. 48. 



192 

A. This valve is shown by Fig. 48. The 
signal cord is attached to the end of lever 5 
and each pull upon the cord forces valve 3 off 
its seat and permits air to escape at port a, 
which reduction, as has been previously ex- 
plained, will cause a blast of the air whistle in 
the cab. 

Q. Where is the car discharge valve lo- 
cated? 

A. At one end of the car on line with the 
bell cord. It should be outside the car, al- 
though many are located in the saloon inside 
of the car. 

O. Why should it be placed outside of the 
car? 

A. So that the noise caused by the discharge 
of air will not affect sick or nervous passengers. 

Q. Where are the signal air strainers lo- 
cated? 

A. They should always be located upon the 
car as shown by Plate 4, and sometimes be- 
tween the main reservoir and the reducing 
valve. 

O. If there is a constant leak at the dis- 
charge valve what is the trouble? 

A. There is dirt on the seat of valve 3. 

Q. If no air escapes from the discharge 
valve after the cord has been pulled what is the 
cause? 

A. It is probable the cut-out cock in the 
saloon is shut off. 



193 

Q. After coupling an engine to a train it is 
found that the signal line is not charged, where 
would you look for the trouble? 

A. First examine the angle cock between 
engine and train and be sure it is open. Next 
examine the plug cock between the main reser- 
voir and reducing valve, and if the reducing 
valve is outside and the weather is cold it may 
be frozen, or it may be that the small taper port 
in the reducer, Fig. 45, where main reservoir 
pressure enters, may be closed with dirt or oil. 

Q. Name the other defects that would make 
the signal system inoperative. 

A. In the signal valve too loose a fit be- 
tween stem 10 and bushing 9 (Fig. 47), or a 
baggy diaphragm or one with a hole in it or 
the small port d being plugged up, dirty strain- 
ers or an improperly adjusted whistle bell, and 
too slow a reduction made in the signal line. 

O. Why w^ould too loose a fit between bush- 
ing 9 and stem 10 prevent the whistle sound- 
ing? 

A. Chambers A and B might equalize with- 
out raising the diaphragm, especially if the re- 
duction were made slowly. 

Q. Why would the signal whistle not sound 
with a baggy or worn-out diaphragm? 

A. Because when a reduction was made in 
chamber A the pressure in chamber B would 
cause the diaphragm to bulge upward, but 
would not raise stem 10 from its seat. 



194 

Q. How would a hole in the diaphragm 12, 
Fig. 47, prevent the whistle from souncUn.g.^ 

A. Because air would flow^ from chamber B 
directly into chamber A until the pressure 
equalized and would not raise stem 10. 

Q. If the small port d, Fig. 47, is plugged 
up, how will it prevent the whistle from sound- 
ing? 

A. Because when a reduction is made in the 
signal line no air can escape from chamber A. 

O. What is the effect of dirty or plugged up 
strainers? 

A. When the conductor pulls the signal 
cord no air will escape at the car discharge 
valve. 

Q. What will cause the whistle to sing con- 
tinuously? 

A. Dirt on the seat at the bottom of stem 
10, Fig. 47. 

O. What may cause the whistle to blow 
intermittingly? 

A. Jars. The diaphragm in the signal valve 
sometimes becomes baked with oil and may jar 
stem 10 from its seat. 

Q. What effect has an improperly adjusted 
signal whistle bell? 

A. Whistle bells are usually adjusted to 
such a height from the bowl as will furnish the 
clearest and most distinct sound with a given 
pressure. If improperly adjusted the whistle 
mav shriek or not sound at all. 



195 



AIR WHISTLE. 




s 



Fig. 49. 



196 

Q. What effect has too slow a reduction? 

A. The friction of the air passing through 
the pipes tends to decrease the suddenness of 
the reduction, especially if the train be a long 
one, which allows too much time for the air to 
pass by bushing 9 and piston 10, Fig. 47, thereby 
permitting chambers A and B to equalize with- 
out raising stem 10. 

Q. If spring 13 of the reducing valve, Fig. 45, 
be properly adjusted to forty pounds pressure, 
how can full main reservoir pressure enter the 
whistle signal line? 

A. If there is dirt on the seat of valve 4, 
Fig. 45, which prevents the valve from seating, 
full main reser\^oir pressure will leak past valve 
4 and back into the signal line. 

Q. What effect will ninety pounds pressure 
have upon the signal whistle in the event of a 
reduction? 

A. It will cause the whistle to screech. 

Q. What other effect may this main reser- 
voir pressure in the signal line have? 

A. The signal whistle will blow when the 
brakes are released, especially if the train is 
short. 

Q. What causes the whistle to blow in this 
case? 

A. In order to release the brakes main 
reservoir pressure must be thrown into the train 
line and as the main reservoir pressure is re- 
duced the ninety pounds pressure in the signal 



197 

line will flow under valve 4, Fig. 45, toward the 
main reservoir and the reduction in signal line 
pressure will cause the whistle to blow. 

Q. Why is the whistle more likely to sound 
on a light engine when the brakes are released? 

A. Because if coupled to a train there would 
be a greater volume in the signal line and the 
reduction would not be so great. 

Q. Sometimes the whistle will blow two or 
three times with one reduction. What is the 
cause? 

A. The fit between bushing 9 and stem 10, 
Fig. 47, is too loose and there is main reservoir 
pressure on the signal Hne. When a reduction 
is made it starts the signal valve tO' operate 
and the reducer cannot feed air into the signal 
line properly to cause the signal valve to close 
until the pressure in the signal line is forfey 
pounds or less. Meanwhile the pressure in 
chambers A and B fluctuate, which causes the 
diaphragm to raise and lower several times 
which uncovers port e of the signal valve 
permitting air to escape to the whistle. 

Q. What may cause one long blast of the 
whistle? 

A. Reduction made too rapidly or too tight 
a fit between bushing 9 and stem 10 in the sig- 
nal valve. 

Q. How may an engineer ascertain what 
pressure he has in the signal line? 

A. Have the fireman bleed the main reser- 



198 

voir until the whistle blows and watch the red 
hand which will register slightly less than signal 
line pressure when the whistle blows. The 
reason of this is that when main reservoir pres- 
sure falls below signal line pressure the air will 
flow toward the main reservoir and cause a re- 
duction of pressure in the signal line which 
will cause the whistle to blow. 



199 
INDEX. 



Air Brakes, Application of 19, 20, 55, 68, 105, 

107, 109, 117, 157, 166, 169, 177 

Applied 122, 161, 162, 171, 173 

apparatus, Arrangement of 9, 10 

Automatic 5 

Bleeding 174, 179 

Cut out 162, 180, 181 

Essential parts of the 6, 7, 6 

Inspection of 162 

Leaky 180 

Making tests of the 160, 161, 163 

Pressure used in 8 

Releasing 58, 59, 67, 

108, 162, 163, 169, 170, 171, 179 

used with hand brakes 171, 178, 179 

Air Cylinders, 32, 36 

Air Gauges, 7, 26 

Air Pumps, Westinghouse Eight-inch 27 

Parts of, 10,11,12,13 
Description of the operation of the air 

end of 36, 37 

Difference between 8 and 9^ inch.... 34 

Duties and functions of 29 

of main valve 29 

entrance of steam 34 

movements of the pistons, 11, 12, 13, 

29, 30, 31, 35 

Names of the different parts of the 

9H inch 33 

New York 37 

Arrangement of steam ports in steam 

chests 12, 13, 40 

in general, starting, speed, causes of 

pounds, etc. 43, 44, 45 

movements of pistons 40, 41 

Parts of 12 

running hot 45, 48 

Steam used by 13 

stopping 47, 48 

swab 43 

Air Signal System 193 

Defects of ' 193 

Essential parts of 183 



200 

Air Whistle, 195 

blowing 197, 198 

intermittingly ^ 194 

American Equalizing Brake, 165 

Angle Cocks, 7 

Automatic Slack Adjuster, 149, 150 

Operation of the.. 152, 154 

Auxiliary, Charging 13, 108, 109, 122, 173 

reservoir. .19, 2;^, 104, 105, 106, 107, 108, 119 

Size of the *. 148 

B. 

Brake Cylinders, Best location for 157 

Construction of 24 

Determining size of 157 

Method of drilling 155 

Table of 159 

Weight of cars for various 

sizes of 148 

Brakes, Application of 55, 68, 105, 107, 109, 

117, 166, 167, 169, 177 

Applied 20, 161, 162, 171, 173 

with conductor's valve. .. .175, 176, 177 

Bleeding 174, 179 

Cut out 162, 180, 181 

High-Speed 140 

when used 140 

Inspection of 162 

Leaky ' 180 

Making tests of 160, 161, 163 

Releasing 13, 58, 67, 108, 162, 

163, 169, 170, 171, 179 

Braking Power, Percentage used. . 158 

Breaking in Two, 170, 173, 174, 178, 179 

C. 

Car Discharge Valve 191 

Location of 192 

Operation of 190, 192 

Charging Train 161 

Combined Freight Car, Cylinder, Reservoir and 

Triple Valve, 133, 134, 135 

Conductor's Valve, 7, 55, 175, 176, 177 

Cut Out Cocks, 7 

Cylinder, Construction of brake 24 

piston 24 

Large and small air 10, 11 

of Duplex Pump 13, S7 

Steam 10, il 



20I 

D. 

Defective Triple Valves, 121 

New York 125 

Westinghouse 121 

Diaphragm 25, 26 

Difference Between Quick Action and Plain 

Triples, 20 

Double Heading, i74 

Drain Cups 132 

E. 

Emergency Piston 22, 23 

position, New York 114 

Westinghouse 102 

Equalizing Discharge Piston 14, 59 

reservoir 58, 59 

Excess Pressure Spring 5i» 53, 7^ 

Tension of 53 

F. 

Feed Groove 16, 132 

Cleaning the 132 

Foundation Brakes 156 

Meaning of 156 

G. 

Graduating Spring, Broken, 124 

H. 

Handling Trains 164, 181 

High Pressure Control 146 

Meaning of 146 

Necessity of 146 

Service used in 1^6, 147 

Hose Bursting 175, 176, 177 

L. 

Leaks in Air Pumps 46 

Brake Cylinder 126 

Car Discharge Valve 192 

check valve case 123 

emergency valve 127 

equalizing reservoir 72 

.xhaust valve 125 

graduating valve 121, 125 

main slide valve 73 

non-return brake cylinder check valve 

124, 126, 127 

rotary valve 72 

rubber seated valve 123 



202 
Leaks— (Continued) 

slide valve 121 

supplementary reservoir ^^2 

train pipe -j-^. 74 

triple piston packing ring 122 

vent valve 126, 127 

Locomotive Truck Brake 153 

Lubrication of automatic slack adjuster 156 

pressure retaining valve 139 

pumps 44, 45, 4(3 

M. 

Main Reservoir capacity 147 

Location of 6 

pressure 7, 9, 13, 25, 26, 

• 53, 54, 89, 147, 160 

on signal line 194, 197 

The use of 13 

N. 

New York Duplex Pump Governor 94 

Adjustment of. 97,98 
Nine and One-Half Inch Pump, Westinghouse. . . .32 

O. 

Oil used in pumps 45 

Operating Plain and Quick Action Triples. .. .108 
Overcharging the Train Line 168 

P. 

Pipes, Branch 8 

Discharge 8 

Return 8 

Piston 45, 78 

Removing 79 

Replacing 79 

travel 151, 152, I54, 163, 164, 172 

Irregular 124 

Plain Triple Valve, Difference between New York 

and Westinghouse, ...20, 117 

Essential parts of 16 

Operation of 16, 19 

New York 18 

New Style 21 

Westinghouse 17 



203 

Ports, Emergency 22 

Exhaust 19, 39 

Service 19 

Steam 40 

Vent 23 

Pressure, Atmospheric 9, 16, 25, 39 

Auxiliary reservoir .9, 15, 23, 105, 

...106, 107, 108, 119 

Excess 9 

Low 157 

retained in brake cylinders 136 

Signal line 183, 186 

tops 96, 98 

Pressures, Brake cylinder 9, 158 

Names of different 8, 9 

used with high pressure control 147 

Pump Governors, Defects of 91, 96 

New York 84 

Operation and duties of 83, 88 

Parts and functions of 24 

Westinghouse 83, 86 

Q. 

Quick Action Triples 20, 99, 103 

Forms in use 104 

Mechanism of 22 

New York ....22, iii, 113, 

114, 115, 116 

Parts necessary to produce 

quick action 117, 118 

Westinghouse passenger. .99, 103 

R. 

Recharging on Grades 173, 174 

Regulating nut 24 

screw 24 

spring 24, 25 

Reversing cylinder 31 

valve gear 11, 12 

Parts of 12 

S. 

Strainers 31^ 123, 132, 194 

Supplementary Reservoir 14, 58, 59, 68 



204 

T. 

Train Pipe Pressure,. . . .9, 14, 15, 19, 26, 53, 54, 64, 

. .68, 69, ']'], 89, 105, 108, 

118, 120, 124, 147, 160 

operating with New York 

governor 25 

Reduction of.. 14, 19, 22, 2}^, 

55, 58, 59, 164, 166, 169 

Venting of 20, 23 

V. 

Valve, Automatic cut off 59 

Operation of 62 

Brake 13, 49 

cylinder check 23 

Check 23 

Cleaning feed 'JZ 

excess pressure 12^ 

D-8 ; •. • -^5, 48, 49, St'', 52, 54, 55 

in different positions 48, 51, 55 

Difference between New York and West- 
house 53 

Driver brake triple 20 

Duties of excess pressure 54 

main valve of 8-inch pump 29 

Emergency. .22, 23, 52, 62, 63, no, 119, 174, 175 

Excess pressure 54, 59 

Cleaning TZ 

Face of slide .65 

Feed 69 

cleaning -JZ 

F-6 brake 75 

G-6 brake 58 

Graduating 14, 16, 19, 106 

High Speed automatic reducing. .141,142,143,144 

Improved reducing 184, 185 

New Y'ork and Westinghouse 14, 15 

brake 59, 60, 61, 63, 64, 66, 67 

plain triple . 18 

of 8-in pump 11 

New Y'ork duplex 37, 39, 40, 41 

Operation of automatic cut off 62 

face of slide 65 

New York brake 66, 67 

safety 145 

signal 188, 190 



205 
Valve — (Continued) 

slide valve seat 65 

feed 69, 80, 81 

Old Style Feed 74, 76, 11 

Cleaning . .78 

reducing 187 

Operation of 186 

Plain triple 15 

New York 18, 21 

New Style 21 

Westinghouse 17 

Pressure i37 

Quick Action triple 99, 103 

Forms in use 104 

New York . .111, 113, 

114, 115, 116 

Westinghouse 99, 103 

Reducing 186, 187 

Improved 1S4 

Old Style 186, 187 

Release 7, I35 

Retaining 7, 136, 138, i39, 140 

Reversing slide Zl^ 39 

Rotary 14 

Seat of slide 65 

Duties of 105 

Slide valve feed 69 

Adjustment of 12. 

Description of 78, 81, 82, 83 

Duties of 69 

seat 65 

Safety, Duties of 29, 145 

Signal 189 

Operation of 188, 190 

Steam 24, 83, 88 

Duties of 83 

Supply 78 

Cleaning and removal of 78 

replacing of 78 

Vent 128, 139 

Westinghouse 17 

duplex pump governor 92 

plain triple 17 

quick action triple 99, 103 

emergency 22, 2^ 

Water Tanks, Stops at 167, 168 

Wheels, Sliding 64, 124, 141, 159, 160, 171, 172 



2o6 

ILLUSTRATIONS 

Fig: Page: 

1 Westinghouse' Plain Triple Valve 17 

2 New York Plain Triple Valve 18 

3 New York Plain Triple Valve, New Style 21 

4 Westinghouse Eight-inch Air Pump , 27 

5 Westinghouse Nine and One-half Inch Pump a34 

6 Westinghouse Nine and One-half Inch Pump b34 

7 New York Duplex Pump a37 

8 Westinghouse D-8 Engineer's Brake Valve 49 

9 Westinghouse D-8 Edgineer's Brake Valve 50 

1 Westinghouse G-6 Engineer's Brake Valve 56 

11 Westinghouse G-6 Engineer's Brake Valve 57 

1 2 New York Engineer's Brake Valve 60 

1 3 New York Engineer's Brake Valve 61 

14 Face of Slide Valve 65 

15 Slide Valve Seat 65 

1 6 New York Engineer's Brake Valve, End Section 66 

1 7 New York Engineer's Brake Valve, End Section 67 

18 G-6 Engineer's Brake Valve 70 

19 F- 6 Brake Valve 75 

20 Old-Style Feed Valve 76 

21 Slide Valve Feed Valve 80 

22 Slide Valve Feed Valve 81 

23 New York Pump Governor 84 

24 Westinghouse One-inch Pump Governor 86 

25 Westinghouse Duplex Pump Governor -. 92 

26 New York Duplex Governor 94 

27 Westinghouse Quick Action Passenger Triple Valve 99 

28 •• " " ** '^ 100 

29 '^ '• " " • 101 

30 '• " " " •• 102 

3 1 New York Quick Action Triple Valve, Release Position — Ill 

32 " " " " " Lap Position 112 

33 " " " " " Service Position 113 

34 " " '' " '* Emergency Position 114- 

35 Combined Freight Gar Cylinder, Reservoir and Triple Valve 1 34 

36 Release Valve 135 

37 Pressure Retaining Valve .. 137 

38 High-Speed Brake Automatic Reducing Valve 142 

39 Safety Valve 145 

40 The Automatic Slack Adjuster 1 49 

4 1 Automatic Slack Adjuster 150 

42 Locomotive-Truck Brake 153 

43 Method of Drilling Brake Cylinders 155 

44 American Equalizing Driver Brake . 165 

45 Improved Reducing Valve 184 

46 Old- Style Reducing Valve 187 

47 Signal Valve 189 

48 Car Discharge Valve 191 

49 Air Whistle 195 

Plates: Following Page: 

1 Westinghouse, Passenger Car, Tender and Engine Equipment 7 

2 New York, " ' " " 7 

3 Westinghouse Standard High-Speed Brake 1 40 

4 Air Signal Equipment 185 



...Just Published... 

• • • • 1 ri Cr« • • • 

Locomotive Up to Date 

The greatest accummulation of new and practical matter ever pub- 
lished treating upon the construction and manage- 
ment of modern locomotives, both 

. Simple and Compound 

By Chas. McShane 

Author of "One Thousand Pointers for Machinists and Engineers." 



Special Exhaustive Articles were prepared for this new book 

...by the... 

Baldwin Locomotive Works 

Rogers Locomotive Company 

Schenectady Locomotive Works 

Pittsburg Loco, and Car Works 
Brooks Locomotive Works 

Dickson Locomotive Works 
Cooke Loco, and Machine Co. 

Richmond Loco, and Machine Co. 

With contributions from more than one hundred prominent railway 
officials and inventors of special railway appliances. 

736 Pages, 6x9 Inches 380 illustrations 



An Absolute Authority on all Subjects Relating to the Locomotive 



BOUND IN FINE CLOTH, $2.50 

AffOntC Wsmtori everywhere; write for terms, commissions and club 
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= receipt of price. 

GRIFFIN & WINTERS, Publishers 

New York Life BIdg., CHICAGO ILL. 



ONE THOUSAND POINTERS 

. . . FOR . . . 

MACHINISTS and ENGINEERS 

. . . BY . . . 

CHAS. McSHANE 

(practical machinist) 
Assisted by 

CLINTON B. CONGER J. P. HINE, J. G. A. MEYER. 

Air Brake Expert. Mem. Div. 37, B. of L. E. Mechanical Engineer. 

W. M. F. GROSS, JNO. C. WHITE. 

Mechanical Engineer. Indicator Expert. 

The Only Complete Work on the Locomotive 
Combining Both Theory and Practice* 

342 PAGES. 187 ILLUSTRATIONS. 

Knowing that no one man can be an expert on many subjects psrtaining 
to the locomotive, and realizing the need of a complete and authentic work 
embracing only information that will be of real value for practical use and 
at a price within the reach of all, we have secured articles from the best 
authorities on each subject— from men who command the highest salaries of 
their class, and whose names are familiar to all mechanics and railroad 
men, which is the most convincing testimonial possible of the true value of 
this work, in the preparation of which no time, labor or expense has been 
spared to make it complete. It embraces the most modern and approved 
practice in the construction, care and economical management of the locomo- 
tive. It is written in plain language and condensed form, no mathematical 
demonstrations being given or required. Each and every subject is fully 
illustrated by woodcuts, half tones and pen drawings. It is equally valuable 
to Master Mechanics, Foremen, Draughtsmen, Firemen or Apprentices, and 
no man who desires to keep up with the times can do without a copy of this 
book. Every Division or Lodge should secure one for the benefit of its 
members. 

Bound in Fine Cloth $L50 

The Only Book Ever indorsed by the International Association of Machinists. 

AGENTS WANTED everywhere; write for terms, commissions and 
club rates. Will be sent prepaid to any address upon receipt of price. 

GRIFFIN & WINTERS, Publishers, 

IS^JETW YORK LIFE BLDG., 

CHiCAeo, - - - Illinois. 



3 1905 



